As we stand at the precipice of a new decade, the realm of cryptocurrencies remains one of the most exhilarating and unpredictable landscapes within the financial universe. With a blend of cautious optimism and spirited foresight, let’s embark on a speculative journey through the next two years, exploring the potential highs and lows that might shape the trajectory of digital currencies, particularly focusing on giants like Bitcoin and the evolving ecosystem around Ethereum and altcoins.
The Bitcoin Odyssey: A Path of Potential Triumphs and Trials:
Bitcoin, the original harbinger of the cryptocurrency revolution, stands at a crossroads as we gaze into the future from our current vantage point. With its history of dramatic ascents and descents, predicting its journey is akin to charting a course through uncharted waters. Yet, the winds of change suggest a voyage filled with promise and peril. We anticipate Bitcoin could challenge the $60,000 mark up to three times between now and the end of 2022. Each attempt to breach this threshold will be a testament to Bitcoin’s enduring allure and the growing confidence of both institutional and retail investors in its potential as a digital store of value.
However, this journey toward the $60,000 horizon will not be without its tribulations. Despite these ambitious ascents, Bitcoin may find itself ensnared in a dance of volatility, struggling to permanently cross the $72,000 barrier. This narrative does not merely sketch a path of growth but also underscores the inherent unpredictability and the thrilling volatility that characterizes the crypto markets.
Ethereum 2.0: Pioneering the DeFi Frontier:
Ethereum’s transition to Ethereum 2.0 and its adoption of a proof-of-stake consensus mechanism heralds a new era for blockchain technology. This significant upgrade is poised to enhance Ethereum’s scalability and efficiency, setting the stage for an explosive growth in the Decentralized Finance (DeFi) sector. As Ethereum evolves, it promises to unlock new possibilities for DeFi, potentially increasing the total value locked in DeFi protocols beyond anything we’ve seen thus far. This shift could democratize finance in unprecedented ways, making decentralized financial services more accessible to a global audience.
The Altcoin Narrative: Innovating Beyond Boundaries:
Beyond Bitcoin and Ethereum, a constellation of altcoins awaits their turn in the spotlight. These digital assets, particularly those within the burgeoning DeFi and NFT (Non-Fungible Token) ecosystems, are expected to introduce innovative solutions to some of the most persistent challenges in the crypto space, including scalability, privacy, and interoperability. The next two years could witness the rise of altcoins that offer not just speculative value but tangible utility, driving the next wave of adoption and innovation in the cryptocurrency landscape.
The Regulatory and Adoption Kaleidoscope:
As cryptocurrencies continue to captivate the imagination of investors and innovators alike, the call for clear and comprehensive regulatory frameworks grows louder. The establishment of such guidelines will be crucial for protecting investors and facilitating the influx of institutional capital into the crypto markets. In turn, these developments could significantly mature the cryptocurrency ecosystem, enhancing its stability and legitimacy.
Moreover, the exploration and potential introduction of Central Bank Digital Currencies (CBDCs) will likely play a pivotal role in shaping the future of digital finance. These state-backed digital currencies could offer a new dimension to the digital economy, bridging the gap between traditional financial systems and the decentralized ethos of cryptocurrencies.
Charting the Course Ahead
As we peer into the future from our current standpoint, the path of cryptocurrencies is fraught with potential and pitfalls. The coming years promise to be a period of significant growth, innovation, and integration for the crypto world. Yet, the journey will undoubtedly be marked by volatility and the challenges inherent in navigating such a dynamic and evolving landscape. This vision for the future of cryptocurrencies is not just a prediction but a glimpse into a thrilling journey that lies ahead, shaping the very fabric of finance and investment in the digital age.
Please Note: The insights provided herein are purely predictive in nature. Any investment decisions made based on these predictions are undertaken at your own risk.
N. I Malik, Strategic Business Analyst at Elite Aviation.
Source: Seabury Consulting, The COVID-19 pandemic is a health and humanitarian crisis, and it is also an economic shock. We will be providing weekly updates throughout the COVID-19 crisis on air cargo capacity changes based on actual flight movements.
With our comprehensive, reliable and up-to-date demand and supply databases, Seabury Consulting, now part of Accenture’s travel industry practice, is able to provide insights and data on air, express and ocean freight demand and capacity on a global basis.
Global air cargo capacity declined 25% last week compared to last year
North America – Latin America decreases by only 8%. The Transpacific capacity grows 3% compared to last year and Europe – Asia capacity declines by -15%. The Transpacific capacity remains as the only trade lane with an increase in capacity.
Note: Thickness of arrows is representative of May 2020 capacity in metric tonnes, direct flights only; all flows indicate region-to-region capacity; regions are indicated by color coding; 1) Total cargo capacity includes widebody passenger and all freighter flights; 2) Same week last year defined as 09 – 15 Jun 2019, all dates measured in UTC; Source: Seabury Consulting, part of Accenture Capacity Tracking database, Seabury Consulting, part of Accenture analysis (June 2020)
The COVID-19 outbreak has increased market concentration by the biggest carriers
While the industry has previously shown a low and stable level of concentration, concentration of cargo capacity has increased recently, with the top 5 carriers now having a 28% share of total capacity in the market. Smaller carriers have been losing market share since the COVID-19 outbreak.
Note: 1) Concentration estimated using the Herfindahl-Hirschman Index (HHI). 2) COVID is defined as May 2020 and Pre – COVID as same month last year (May, 2019); 3) Ranking of carriers based on May capacity data; Source: Seabury Consulting, part of Accenture Capacity Tracking database, Seabury Consulting, part of Accenture analysis (June 2020)
European air imports from China increased 51% in April driven by PPE commodities
Strong growth rate in air imports shows a similar trend to USA air imports from China (+50% increase). Besides PPE, imports of articles for working from home, such as laptops, also increased in April. Face masks show the largest absolute increase in weight, with over 39 thousand tonnes added in April.
Source: Seabury Consulting, part of Accenture Global Trade Database; Seabury Consulting, part of Accenture analysis (June 2020)
Air freight companies are counting up charter flights to their networks to complement the widespread closures linked to the Covid 19 outbreak. Delta Cargo has launched a global charter service in the US, Canada, Australia, New Zealand and the UK to carry cargo at a time of uncertainty and change, the airline said. The International Air Transport Association (IATA) said on Friday it welcomed the Federal Aviation Administration (FAA) decision to suspend the use of lost slots at airports until June.
As a result of the disruption of global supply chains, commercial airlines and air freight companies are trying to bridge alternative sources to expand the range of air freight services as they cope with major economic disruptions. Chinese airlines will be helped to expand their fleets through lease agreements and purchases, the State Council said in a statement after Tuesday’s meeting. The State Council also said mergers between aviation, freight and logistics companies will be “encouraged” and express delivery companies will receive support for expansion.
About Elite Aviation: Elite Aviation is a Global Charter Solution Provider located in the UAE. Our headquarters is positioned in the Middle Eastern metamorphosis of Dubai. However, our global organization has assets in other areas of the Middle East, Asia, Europe, and around the world. Services Provided by Elite Aviation: Air Cargo Charter, Full Charter, Part Charter, Private Jets, Group Jets, Medivac, Air Craft Leasing, Air Craft Trading, OBC (On Board Courier).
Welcome to our interactive guide to the very latest global travel restrictions relating to COVID-19. International & Domestic travel is still possible, even during lockdown.
The main thing that you have to remember on this Air Charter Service launches interactive web page to help customers keep up-to-date with the ever changing global travel restrictions resulting from Covid-19. Daily updates summarise all changes reported by IATA –
Reports of a surge in cases of a respiratory virus in China have evoked dark echoes of the start of the Covid-19 pandemic almost exactly five years ago.
But despite the surface similarities, this situation is very different, and far less worrisome, medical experts say.
The Chinese cases are reported to be infections with human metapneumovirus, known to doctors as HMPV. Here is what we know so far:
What is HMPV?
It is one of several pathogens that circulate across the world each year, causing respiratory illnesses. HMPV is common — so common that most people will be infected while they are still children and may experience several infections in their lifetimes. In countries with months of cold weather HMPV can have an annual season, much like the flu, while in places closer to the Equator it circulates at lower levels all year long.
HMPV is similar to a virus that is better known in the United States — respiratory syncytial virus, or R.S.V. It causes symptoms much like those associated with flu and Covid, including cough, fever, nasal congestion and wheezing.
Most HMPV infections are mild, resembling bouts of the common cold. But severe cases can result in bronchitis or pneumonia, particularly among infants, older adults and immunocompromised people. Patients with pre-existing lung conditions, such as asthma, chronic obstructive pulmonary disease or emphysema, are at higher risk of severe outcomes.
In higher-income countries, the virus is rarely fatal; in lower-income countries, with weak health systems and poor surveillance, deaths are more common.
How long has this virus been around?
The virus was identified in 2001, but researchers say it has circulated in humans for at least 60 years. Though it is not new, it doesn’t have the name recognition of influenza, Covid or even R.S.V., said Dr. Leigh Howard, an associate professor of pediatric infectious disease at Vanderbilt University Medical Center.
One reason is that it is rarely discussed by name, except when people are hospitalized with a confirmed case of it.
“The clinical features are really difficult to distinguish from other viral illnesses, and we don’t routinely test for HMPV the way we do for Covid, flu or R.S.V.,” Dr. Howard said. “So most infections go unrecognized and are chalked up to whatever respiratory thing is going around.”
How does a person get infected with HMPV?
The virus spreads primarily through droplets or aerosols from coughing or sneezing, through direct contact with an infected individual or through exposure to contaminated surfaces — basically the same ways people get colds, flu and Covid.
Is there a vaccine? Or a treatment?
There is no vaccine against HMPV. But there is a vaccine for R.S.V., and research is underway to find a vaccination that could protect against both viruses with one shot, since they are similar. There is no antiviral treatment specifically for HMPV; treatment focuses on management of symptoms.
What is China saying about it?
The Chinese authorities have acknowledged that HMPV cases are increasing, but have emphasized that the virus is a known entity and is not a major concern. The coronavirus that causes Covid-19 was a new pathogen, so people’s immune systems had not built up defenses against it.
At a news conference held by China’s Center for Disease Control and Prevention on Dec. 27, Kan Biao, the director of the center’s Institute for Infectious Diseases, said that HMPV cases were rising among children 14 years and younger. The increase was especially notable in northern China, he said. Influenza cases have also increased, he said.
Cases could spike during the Lunar New Year holiday, at the end of January, when many people travel and gather in large groups, he said.
But overall, Mr. Kan said, “judging from the current situation, the scale and intensity of the spread of respiratory infectious diseases this year will be lower than last year’s.”
Official Chinese data shows that HMPV cases have been rising since mid-December, in both outpatient and emergency cases, according to Xinhua, the state news agency. Some parents and social media users were unfamiliar with the virus and were seeking advice online, the outlet said; it urged calm and ordinary precautions such as washing one’s hands frequently and avoiding crowded places.
In a routine media briefing on Friday, a spokesperson for the Foreign Ministry reiterated that cases of influenza and other respiratory viruses routinely increase at this time of year but that they “appear to be less severe and spread on a smaller scale compared with the previous year.”
Chinese officials said last week that it would set up a monitoring system for pneumonia of unknown origin. It will include procedures for laboratories to report cases and for disease control and prevention agencies to verify and handle them, the state broadcaster CCTV reported.
What has the public response in China been?
Online, amid comments from people saying they had never heard of HMPV and expressing concern that it was a new pathogen, state media outlets have sought to reassure people, warning them against blindly taking antiviral medications.
Some users have cracked jokes, saying that they could finally use up the masks they had stockpiled during the coronavirus pandemic. Many commenters have discussed a general uptick in illness, not just HMPV: “Why does the flu hurt so much” was trending on Weibo, a social media platform, on Monday.
What does the World Health Organization say?
The W.H.O. has not expressed concern. Dr. Margaret Harris, a spokeswoman for the organization, cited weekly reports from the Chinese authorities that showed a predictable rise in cases.
“As expected for this time of year, the Northern Hemisphere winter, there is a month-over-month increase of acute respiratory infections, including seasonal influenza, R.S.V. and human metapneumovirus,” she said by email.
On Tuesday, the organization put out a statement saying, “W.H.O. is in contact with Chinese health officials and has not received any reports of unusual outbreak patterns.” It added, “Chinese authorities report that the health care system is not overwhelmed and there have been no emergency declarations or responses triggered.”
Should I worry?
The reports coming from China are evocative of those from the first, confusing days of the Covid pandemic, and the W.H.O. is still urging China to share more information about the origin of that outbreak, five years on.
But the current situation is different in key respects. Covid was a virus that spilled over into humans from animals and was previously unknown. HMPV is well studied, and there is widespread capacity to test for it. There is broad population-level immunity to this virus globally; there was none, for Covid. A severe HMPV season can strain hospital capacity — particularly pediatric wards — but does not overwhelm medical centers.
“However, it is also vital for China to share its data on this outbreak in a timely manner,” said Dr. Sanjaya Senanayake, a specialist in infectious diseases and associate professor of medicine at the Australian National University. “This includes epidemiologic data about who is getting infected. Also, we will need genomic data confirming that HMPV is the culprit, and that there aren’t any significant mutations of concern.”
The achievement of the IOC follows the first combat deployment of NGJ-MB with VAQ-133’s EA-18Gs embarked aboard the USS Abraham Lincoln.
The Naval Air Systems Command (NAVAIR) has disclosed on Jan. 6, 2025, that the U.S. Navy declared initial operational capability (IOC) for the AN/ALQ-249 Next Generation Jammer Mid-Band (NGJ-MB) system in December 2024. The service says the “IOC signals that the design, testing and production of this capability meet the logistical needs of the carrier air wings and EA-18G Growler squadrons.”
“Next Generation Jammer Mid-Band improves our fleet’s warfighting advantage in the electromagnetic spectrum,” said Rear Adm. John Lemmon, Program Executive Officer for Tactical Aircraft Programs. “This system provides enhanced capabilities to deny, distract and disorient adversaries’ radars, protecting our naval aviators and allowing them to carry out their missions in contested airspace.”
The Navy also added the NGJ-MB brings “a quantum leap in capability over legacy systems with drastic increases in power, target flexibility and jamming technique for naval aviation operations worldwide.” The crews of Electronic Attack Squadron (VAQ) 133 recently got a first-hand preview of these capabilities during their recent deployment aboard the USS Abraham Lincoln.
The unit, in fact, assigned to Carrier Air Wing Nine (CVW) 9, became the first in the Navy to deploy with the new pod and use it in combat. The service said at the time that the Wizards demonstrated the future of Airborne Electronic Attack (AEA) by developing new tactics, achieving the first NGJ arrested landing, and tactically employing the system.
An EA-18G Growler, assigned to Electronic Attack Squadron (VAQ) 133, prepares to make an arrested landing on the flight deck of the Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72). Abraham Lincoln. Note the two NGJ-MB pods (U.S. Navy photo by Mass Communication Specialist Seaman Apprentice Daniel Kimmelman)
The NGJ program
NAVAIR describes the NGJ as the next step in Airborne Electronic Attack (AEA). “NGJ is an evolutionary acquisition program providing capability in three increments: Mid-Band, Low Band, and High Band frequencies. Using the latest digital software and Active Electronically Scanned Array technologies, NGJ provides enhanced AEA capabilities to disrupt, deny, and degrade enemy air defense and ground communication systems. It brings increased power and jamming capability at longer ranges.”
The NGJ project is developing a replacement for the AN/ALQ-99 TJS (Tactical Jamming System) currently equipped by the EA-18G Growler, the specialized electronic warfare variant of the Super Hornet. The family of pods will provide comprehensive electromagnetic dominance to the aircraft in the 509 MHz to 18 GHz waveband.
The AN/ALQ-99 is a very old platform, which first entered service in 1972 on the now-retired EA-6B Prowler, and thus may not be able to cover the full spectrum of EW that is required to neutralize today’s threats, especially in the current network-centric warfare. The pod also has several shortcomings, including interfering with friendly radars, being a significant load on the airframe, and imposing a high workload on the two-man crew of the Growler.
A Navy infographic on the three sub-variants of the NGJ pods. This includes the NGJ-LB, NGJ-MB and NGJ-HB, each specializing in a particular sector of the electromagnetic warfare spectrum. (Image credit: USN)
The AN/ALQ-249 NGJ-MB
The AN/ALQ-249 Next Generation Jammer Mid-Band (NGJ-MB) is a cutting-edge EW (Electronic Warfare) pod that denies, disrupts and degrades advanced radar threats, communications, data links and non-traditional radio frequency threats. The system, according to Raytheon, reduces adversary targeting ranges, disrupts adversary kill chains and supports kinetic weapons until they reach their target.
The NGJ-MB utilizes a fully digital, software-defined design, so the system offers rapid adaptability to emerging threats. It also has a modular architecture, simplifying maintenance and enabling future upgrades, ensuring that the system remains relevant throughout its service life. This capability ensures that the NGJ-MB remains effective against evolving enemy systems.
The jammer also employs AESA antennas, which allow for highly focused and dynamic jamming beams. This precision enhances effectiveness while minimizing interference with friendly systems. In addition to jamming, the NGJ-MB also supports electronic intelligence collection, battlefield network disruption, and the suppression of enemy air defenses.
According to RTX, the NGJ-MB jammer gives EA-18G crew an edge in today’s extremely contested electromagnetic spectrum through the following:
Operating at significantly enhanced ranges;
Attacking multiple targets simultaneously;
Advanced jamming techniques;
Rapid upgrades through a modular, open systems architecture;
Scaling to other missions and platforms.
“NGJ-MB is a revolutionary offensive electronic attack system for the joint force that puts a critical combat capability in the hands of our Navy warfighters,” Barbara Borgonovi, President of Naval Power at Raytheon, said in a statement. “We’re working with the U.S. Navy to ensure NGJ-MB provides the advanced electronic warfare solution needed as quickly as possible.”
In the latest Director, Operational Test & Evaluation (DOT&E) report, it is mentioned the NGJ-MB has four EA mission profiles: standoff, modified escort, penetrating escort, and stand-in jamming. Navy aircrews will primarily fly the standoff and modified escort profiles, according to the document.
Two EA-18G Growlers flying in formation. The aircraft in the foreground carries the Next-Generation Jammer pod. (Image credit: RTX)
NGJ pods’ combination
The NGJ-MB and -HB pods were expected to replace the two ALQ-99 pods that Growlers carry under each wing, while the NGJ-LB, will replace the low-band pod that the aircraft carry on the centerline store position under the fuselage. As the program progressed, Growlers have been operating with two NGJ-MB pods under the wings and an ALQ-99 on the centerline.
In the DOT&E report, it is mentioned that NGJ-MB airborne electronic attack (EA) system indeed consists of two pods. However, the report mentions that “The NGJ-MB is the first of three programs comprising the planned Next Generation Jammer upgrade,” apparently confirming that all three pods are still moving forward, even if no news is available about NGJ-HB.
Adding to the confusion, Raytheon has also been recently awarded a $192 million contract to develop an upgrade the NGJ-MB system, called Next Generation Jammer Mid-Band Expansion (NGJ-MBX). This modification will extend the frequency range of the NGJ-MB system to counter additional threats, says the company.
The latter, may suggest the NGJ-MBX will in the end replace the NGJ High Band pod, considering that there hasn’t been any line item in Navy budgets since at least fiscal 2020 and the NAVAIR website does not mention it.
It is being reported that, in order to expedite the fielding of NGJ-MBX, the Navy skipped the competitive process and awarded the contract to Raytheon. “The Navy requires initial operational capability of the NGJ MBX system by [fiscal 2027] to meet a known threat,” said the service.
The Navy also added that choosing another manufacturer could have caused a delay of at least five years. This delay was deemed unacceptable as it would “negatively affect the ability for the Navy and the RAAF to counter enemy electronic attack threats.” Some of the pod’s subsystems, such as the radomes and the advanced frequency converter module, will be modified to cover the upper frequency range.
An exploded view of the Next-Generation Jamming pod. (Image credit: U.S. Navy)
The NGJ-MB’s timeline
The first NGJ-MB, an Engineering and Manufacturing Development (EMD) pod, was delivered to the U.S. Navy in Aug. 2019 to be used to perform ground and aircraft integration testing. The pod was part of a first contract to Raytheon to deliver 15 EMD pods for mission systems testing and qualification as well as 14 aeromechanical pods for airworthiness certification.
A year later, in Aug. 2020, an EA-18G Growler of Air Test and Evaluation Squadron (VX) 23 flew for the first time with the new NGJ-MB pod from Naval Air Station Patuxent River (Maryland). This first flight was called a Safety of Flight (SOF) checkout, used to verify that the Growler can fly safely with the pod attached under its wings before proceeding with further test flights.
In July 2021, RTX was awarded the contract for the low-rate initial production (LRIP) Lot I. A year later, in July 2022, the Navy received the first production representative NGJ-MB pods to be used to complete developmental testing (DT) and begin operational testing (OT), as it requires the use of operationally representative hardware and software.
After the pod started reaching operational units, in 2024 Electronic Attack Squadron 133 (VAQ-133), assigned to Carrier Air Wing Nine (CVW) 9, became the first to deploy operationally with the new pod. The unit also became the first to employ the pod in combat during the five-month deployment which saw the Growlers contributing to strikes aimed at disrupting Houthi weapons storage facilities.
The Navy was aiming to declare initial operational capability (IOC) for the NGJ-MB system before the end of September 2024 after development snags set back the test schedule. However, the milestone was postponed again and the IOC was finally reached by the end of the year.
Taiwan is investigating whether a ship linked to China is responsible for damaging one of the undersea cables that connects Taiwan to the internet, the latest reminder of how vulnerable Taiwan’s critical infrastructure is to damage from China.
The incident comes as anxiety in Europe has risen over apparent acts of sabotage, including ones aimed at such undersea communication cables. Two fiber-optic cables under the Baltic Sea were severed in November, prompting officials from Sweden, Finland and Lithuania to halt a Chinese-flagged commercial ship in the area for weeks over its possible involvement.
In Taiwan, communications were quickly rerouted after the damage was detected, and there was no major outage. The island’s main telecommunications provider, Chunghwa Telecom, received a notification on Friday morning that the cable, known as the Trans-Pacific Express Cable, had been damaged. That cable also connects to South Korea, Japan, China and the United States.
That afternoon, Taiwan’s Coast Guard intercepted a cargo vessel off the northern city of Keelung, in an area near where half a dozen cables make landfall. The vessel was owned by a Hong Kong company and crewed by seven Chinese nationals, the Taiwan Coast Guard Administration said.
The damaged cable is one of more than a dozen that help keep Taiwan online. These fragile cables are susceptible to breakage by anchors dragged along the sea floor by the many ships in the busy waters around Taiwan.
Analysts and officials say that while it is difficult to prove whether damage to these cables is intentional, such an act would fit a pattern of intimidation and psychological warfare by China directed at weakening Taiwan’s defenses.
Taiwan said the cargo vessel it intercepted had registered under the flags of both Cameroon and Tanzania. “The possibility of a Chinese flag-of-convenience ship engaging in gray zone harassment cannot be ruled out,” the Coast Guard Administration said on Monday in a statement.
Such harassment, which inconveniences Taiwanese forces but stops short of overt confrontation, has a desensitizing effect over time, according to Yisuo Tzeng, a researcher at the Institute for National Defense and Security Research, a think tank funded by Taiwan’s defense ministry. That puts Taiwan at risk of being caught off guard in the event of a real conflict, Mr. Tzeng said.
Taiwan experiences near-daily incursions into its waters and airspace by the People’s Liberation Army. Last month, China sent nearly 90 naval and coast guard vessels into waters in the area, its largest such operation in almost three decades.
Such harassment has been a “defining marker of Chinese coercion against Taiwan for decades, but over the last couple years has really stepped up,” said Gregory Poling, the director of the Asia Maritime Transparency Initiative at the Center for Strategic and International Studies.
And in situations like this one and the recent damage to the cables under the Baltic Sea, it is difficult for the authorities to calibrate their response when a ship’s true identity is uncertain.
“Do you deploy a Coast Guard vessel every time there is an illegal sand dredger or, in this case, a ship that is registered to a flag of convenience and has Chinese ties damages a submarine cable?” Mr. Poling asked.
Ship tracking data and vessel records analyzed by The Times show that the ship may have been broadcasting its positions under a fake name.
Taiwan said the ship appeared to use two sets of Automatic Identification System equipment, which is used to broadcast a ship’s position. On Jan. 3, at the moment that Taiwan said the cable was damaged, a ship named Shun Xing 39 was reporting its AIS positions in the waters off Taiwan’s northeastern coast.
About nine hours later, at around 4:51 p.m. local time, Shun Xing 39 stopped transmitting location data. That was shortly after the time that the Taiwan Coast Guard said it had located the ship and requested that it return to waters outside of Keelung port for an investigation.
One minute later, and 50 feet away, a ship called Xing Shun 39, which had not reported a position since late December, began broadcasting a signal, according to William Conroy, a maritime analystwith Semaphore Maritime Solutions, who analyzed AIS data on the ship-tracking platform Starboard.
In the ship-tracking database, both Xing Shun 39 and Shun Xing 39 identify themselves as cargo ships with a class A AIS transponder. Typically, a cargo ship equipped with this class of transponder would be large enough to require registration with the International Maritime Organization and obtain a unique identification number known as an IMO number. Xing Shun 39 has an IMO number, but Shun Xing 39 does not appear in the IMO database. This suggests “Xing Shun 39” is the ship’s real identity and “Shun Xing 39” is fake, according to Mr. Conroy.
The Taiwan Coast Guard has publicly identified the vessel as Shun Xing 39.
Vessel and corporate records show that Jie Yang Trading Ltd, a Hong Kong-based company, took over as the owner of Xing Shun 39 in April 2024.
The waves were too large to board the cargo vessel to investigate further, the Taiwan Coast Guard Administration said. Taiwan is seeking help from South Korea because the crew of the cargo vessel said it was headed to that country, the administration said.
In 2023, the outlying Matsu Islands, within view of the Chinese coast, endured patchy internet for months after two undersea internet cables broke. These fiber optic cables that connect Taiwan to the internet suffered about 30 such breaks between 2017 and 2023.
The frequent breakages are a reminder that Taiwan’s communication infrastructure must be able to withstand a crisis.
To help ensure that Taiwan can stay online if cables fail, the government has been pursuing a backup, including building a network of low-Earth orbit satellites capable of beaming the internet to Earth from space. Crucially, officials in Taiwan are racing to build their system without the involvement of Elon Musk, whose rocket company, SpaceX, dominates the satellite internet industry, but whose deep business links in China have left them wary.
Toyota, Aurora and Continental have joined the list of mobility technology providers developing and building their consumer and commercial vehicle fleets on chipmaker Nvidia’s accelerated computing and AI platforms.
Toyota, the world’s largest automaker, will build its next-generation vehicles on Nvidia Drive AGX Orin, running the safety-certified Nvidia DriveOS operating system. These vehicles will offer functionally safe, advanced driving assistance capabilities.
The majority of today’s auto manufacturers, truckmakers, robotaxi, and autonomous delivery vehicle companies, tier-one suppliers and mobility startups are developing on Nvidia Drive AGX platform and technologies.
With cutting-edge platforms spanning training in the cloud to simulation to compute in the car, Nvidia’s automotive vertical business is expected to grow to approximately $5 billion in fiscal year 2026.
Jensen Huang, founder and CEO of Nvidia, says: “The autonomous vehicle revolution has arrived, and automotive will be one of the largest AI and robotics industries.
“Nvidia is bringing two decades of automotive computing, safety expertise and its Cuda AV platform to transform the multitrillion dollar auto industry.”
Aurora, Continental and Nvidia this week also announced a long-term strategic partnership to deploy driverless trucks at scale, powered by Nvidia Drive.
Nvidia’s accelerated compute running DriveOS will be integrated into the Aurora Driver, an SAE level 4 autonomous-driving system that Continental plans to mass-manufacture in 2027.
Other mobility companies adopting Nvidia Drive AGX for their next-generation advanced driver-assistance systems and autonomous vehicle roadmaps include BYD, JLR, Li Auto, Lucid, Mercedes-Benz, Nio, Nuro, Rivian, Volvo Cars, Waabi, Wayve, Xiaomi, Zeekr, Zoox and many more.
Nvidia offers three core computing systems and the AI software essential for end-to-end autonomous vehicle development. Nvidia Drive AGX is the in-vehicle computer.
Nvidia DGX processes the data from the fleet and trains AI models, and Nvidia Omniverse and Nvidia Cosmos running on Nvidia OVX systems test and validate self-driving systems in simulation.
Learn more about Nvidia’s automotive and safety milestones at CES by tuning in to Huang’s opening keynote.
According to unconfirmed Turkish reports, Saudi Arabia has discussed a possible purchase of over 100 advanced Kaan fighters, as the Middle Eastern country seeks to bolster its military capabilities.
Turkish media are reporting that Saudi Arabia might be interested in acquiring over 100 TAI (Turkish Aerospace Industries) Kaan fighter jets, the advanced fighter aircraft developed by Turkey under its TFX (Turkish Fighter-X) program. The potential acquisition was reportedly discussed during the recent visit to Turkey of a delegation led by Saudi Deputy Minister of Defense Khaled bin Hussein Al-Biyari and Royal Saudi Air Force Commander Turki bin Bandar Al Saud, which met with officials from Roketsan, Turkish Aerospace Industries, and Aselsan.
However, there is no official confirmation from either of the parties involved about the possible acquisition. In a comment after the first reports on LinkedIn, Aviation Week’s Steve Trimble wrote that “Saudi Arabia hasn’t said a word” about this deal and that he “Highly doubt this close to a done deal.” As a matter of fact, Kaan is still in the prototype phase and serial production has not started yet.
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The new Kaan fighters would consolidate and complement the already strong RSAF (Royal Saudi Air Force) fighter fleet. The new deal would also signal a shift away from Saudi Arabia’s traditional dependence from American and European military equipment.
Furthermore, Saudi Arabia is currently trying to strengthen its domestic defense production capabilities while forming strong international partnerships under its “Vision 2030” strategy. The acquisition of 100 Kaan aircraft would align with the latter goal.
Notably, the RSAF has also ordered Turkish Bayraktar Akinci MALE (Medium Altitude Long Endurance) drones back in 2023, with Baykar saying the deal was “the biggest defense and aviation export contract in the history of the Republic of Turkey.” The purchase of the Kaans would further consolidate the two nations’ military collaboration.
The TAI Kaan conducting afterburner tests. (Image credit: TAI)
The TAI Kaan
The Kaan, which aims to replace Turkey’s 240-strong F-16 fleet by the 2030s, is an advanced platform with significant similarities to fifth-generation fighter aircraft from other nations like the F-22, F-35, J-35 or Su-57. The aircraft, unveiled in 2019, was rolled out in Mar. 2023 and flew for the first time back in Feb. 2024, but it is still under development.
Details about the Kaan’s specifications are limited, but it is anticipated it will be able to achieve a top speed of Mach 1.8 and a service ceiling of 55,000 feet. Other performance parameters have not been disclosed so far, however the aircraft is known to have a maximum takeoff weight (MTOW) of 60,000 lb.
The first 20 KAAN Block 10 jets are scheduled for delivery to the Turkish Air Force by 2028. The Kaan will initially be powered by two General Electric F-110-GE129 engines, which also power Turkish F-16Cs Block 50, delivering 58,000 pounds of thrust. TAI plans to replace these with indigenous engines in the future which will give it supercruise capability.
An image of the TAI Kaan’s first prototype, which shows its striking resemblance to other advanced fighters like the F-22 or F-35. (Image credit: Dimir via Wikimedia Commons)
Turkish media say that without the new engines, Kaan cannot be considered a full-fledged fifth-generation fighter, but only as a “generation 4.75,” putting it a step higher that the Eurofighter Typhoon and Dassault Rafale, but still a step below the F-35. The same reports also add that without the new engine the Kaan could be considered in the same category of South Korea’s KF-21.
It is also true, however, that the definition of “generation” nowadays has now lost its original meaning and is not reflective of the aircraft’s real capabilities, with the risk of the term generation being abused. Either way, Kaan is designed to integrate seamlessly with the Turkish Air Force’s existing assets, as well as advanced assets like the F-35, should Turkey be readmitted in the JSF program.
The development of Kaan represents one of Turkey’s most ambitious programs in recent years. While Turkish industries have demonstrated expertise in various fields, such as successful drone design and production, and licensed manufacturing of various aircraft types, creating a fully indigenous fifth-generation fighter jet presents a challenging endeavor.
RSAF A330 MRTT, F-15S, F-15C, Tornado IDS and Eurofighter Typhoon with special liveries in formation. (Image credit: Rami al Omrani)
The current RSAF fleet
The Kaan appears to be well qualified for Saudi Arabia’s requirements as a future asset, even more so if the country secures technology transfers and other benefits from Turkey, which would allow to expand its domestic arms industry. Saudi Arabia has also long been interested in acquiring the F-35, but so far has never received authorization from the US.
By expressing willingness to purchase the Kaan, Saudi Arabia could also signal to Washington that it has alternatives to the F-35 program, putting pressure on the US. The same reasoning could be considered behind the UAE’s possible interest in the Chinese J-20 reported earlier this year.
The RSAF’s very large fighter force currently includes 231 F-15C/D/S/SA, 81 Panavia Tornado IDS and 71 Eurofighter Typhoons. Saudi Arabia is also reportedly in talks with France’s Dassault for a possible Rafale order and, although the company confirmed the existence of the negotiations, a deal has not been finalized yet.
In recent years, Mr. White and Mr. Zuckerberg, the Meta chief executive, have bonded over their passion for professional fighting, including mixed martial arts, which Mr. Zuckerberg took up in 2022.
“Dana is the President and CEO of UFC, and he has built it into one of the most valuable, fastest growing, and most popular sports enterprises in the world,” Mr. Zuckerberg said in his post. “I’ve admired him as an entrepreneur and his ability to build such a beloved brand.”
In 2023, Mr. White attempted to broker a cage match between Mr. Zuckerberg and Elon Musk, the billionaire owner of X, Tesla and SpaceX. Mr. Musk, who has become a close ally of Mr. Trump, eventually backed out of the battle, citing an old injury. He claimed Mr. Zuckerberg was at fault for not making himself available to fight later on.
Meta, which owns Facebook, Instagram and WhatsApp, created three new board seats for the appointments, bringing the total number to 13. Mr. Zuckerberg said the company had also added John Elkann, the chief executive of Exor, a European-based holding company that controls Jeep and Ferrari, and Charlie Songhurst, a tech investor who previously worked at Microsoft and has recently advised Meta on artificial intelligence projects.
“We have massive opportunities ahead in A.I., wearables, and the future of social media, and our board will help us achieve our vision,” Mr. Zuckerberg wrote.
Meta in recent years has begun to manufacture wearable technology, like gaming headsets and sunglasses equipped with cameras. It is also competing in a global A.I. race, launching its own generative system with “open source” code so that it can be freely copied, modified and reused by anyone.
Meta has faced harsh Republican criticism of its content moderation on its social media platforms, which Mr. Trump and others argue amounts to censorship of conservative voices. Some of the people the president-elect has tapped to regulate the tech and other industries have promised to crack down as a result.
In recent weeks, Mr. Zuckerberg met with Mr. Trump at Mar-a-Lago, during which the tech executive congratulated the president-elect on winning the election.
Apple, the 3.7 trillion-dollar iPhone, iPad and Macintosh gigantico, is reportedly working with numerous companies and organisations in an effort to develop a humanoid robot – codenamed “Armor”.
According to Digitimes, Apple’s “entry into the humanoid robotics market is gaining momentum”. Meanwhile, PatentlyApple.com reports that Apple is working with Carnegie Mellon University and that Apple’s “new robot known as ‘ARMOR’, has been reveal” (sic).
Bloomberg, one of the world’s most authoritative financial news sources, says Apple is “in the early stages of figuring out the best way to use robotics”, and is already pushing ahead with a “tabletop robot”, the development of which is being overseen by the same person or people who were in charge of the much-heralded but never-realised Apple car.
Bloomberg adds that Apple is working on “another humanlike interface based on generative AI” – separate to Siri – and could launch “mobile robots and possibly even humanoid models in the next decade”.
While Apple itself has yet to make any official announcements about whether or not it is developing humanoid robots, the speculation has sparked significant interest. This article rounds up the latest news and developments, examines the likelihood of such a project coming to fruition, and considers Apple’s historical approach to markets and technologies therein.
Beautiful rumours
While none of them are confirmed, the rumours going around are suggesting that Apple’s Armor project involves advanced robotics and artificial intelligence, potentially aimed at creating a humanoid robot capable of assisting users in everyday tasks.
These rumours have emerged alongside a surge in activity in the humanoid robotics space, with companies like Tesla, Boston Dynamics, and Figure AI actively developing and showcasing their robotic innovations.
If true, the Armor project would mark a significant expansion of Apple’s product portfolio, moving beyond its core markets of smartphones, tablets, and wearables. However, the lack of concrete evidence or prototypes suggests that the project may still be in its early stages, or it could simply be an internal research initiative with no immediate plans for commercialisation.
Certainly, the Bloomberg report indicates that Apple may be looking for its next big product after the global phenomenon that is the iPhone, something that will help the company grow to a size even larger than it is today, if that is indeed possible.
Small Apple
Apple’s history offers valuable insights into how the company approaches new markets. The tech giant saw its market share shrink to a point where it almost went bankrupt in 1997.
But then, Steve Jobs came back and launched one wildly successful product after another and the company started expanding to the reasonably sized monster that it is today.
Over that time, Apple became known for entering established markets and redefining them with innovative and highly refined products – actually, they refined them to a point where many consumers probably thought they invented the device and were first to market with it. For instance:
iPhone: Before Apple’s entry, Blackberry dominated the smartphone market. Apple reimagined what became known as the “smartphone”, focusing on usability, design, and functionality, eventually overtaking competitors.
iPod: Apple entered the MP3 player market, which already featured numerous competitors, with a device that combined superior design and a seamless ecosystem.
This strategy suggests that Apple’s potential foray into humanoid robotics would likely follow a similar pattern. Rather than rushing to be the first mover, Apple may wait until the market matures and then release a product that significantly outperforms existing solutions.
Apple’s invisible car project
The rumoured “Armor” project also invites comparisons to Apple’s autonomous car initiative. Several years ago, reports surfaced about Apple’s interest in developing a self-driving car.
However, despite substantial research and development efforts, no commercial product has materialised. This indicates that Apple’s exploration of new markets often involves extensive experimentation, and not all projects reach the consumer market.
If the humanoid robot project is indeed in development, it might remain a research endeavour for years before Apple decides whether to pursue it commercially. This cautious approach minimises risk while ensuring that any eventual product is well-positioned to dominate the market.
Apple iHuman
Should Apple eventually release a humanoid robot, it could redefine the industry. Apple’s emphasis on design, user experience, and smooth integration with its ecosystem could set its humanoid apart from competitors. A humanoid robot integrated with Apple’s existing technologies – such as Siri, HomeKit, Vision Pro, and the Apple Watch – could offer considerable functionality and user convenience.
However, given the challenges of humanoid robotics, including technical complexity, high costs, and regulatory hurdles, Apple’s entry into this space would likely take several years. By then, companies like Tesla and Boston Dynamics may have already established themselves, setting the stage for intense competition.
All your face are belong to us
The “Armor” humanoid robot project, if it exists, could represent Apple’s next frontier in innovation. However, as with its autonomous car initiative, the project might remain a research effort rather than a commercial reality. Apple’s track record suggests that it will only enter the humanoid robotics market when it can offer a product that significantly outperforms the competition.
For now, the rumours surrounding the Armor project highlight the growing interest in humanoid robotics and Apple’s potential to influence this emerging field. As we await further developments, one thing remains certain: if Apple decides to join the race, it will aim to redefine the market in ways that only Apple can.
