elon musk

report:-terrorists-seem-to-be-paying-x-to-generate-propaganda-with-grok

Report: Terrorists seem to be paying X to generate propaganda with Grok

Back in February, Elon Musk skewered the Treasury Department for lacking “basic controls” to stop payments to terrorist organizations, boasting at the Oval Office that “any company” has those controls.

Fast-forward three months, and now Musk’s social media platform X is suspected of taking payments from sanctioned terrorists and providing premium features that make it easier to raise funds and spread propaganda—including through X’s chatbot Grok. Groups seemingly benefiting from X include Houthi rebels, Hezbollah, and Hamas, as well as groups from Syria, Kuwait, and Iran. Some accounts have amassed hundreds of thousands of followers, paying to boost their reach while X seemingly looks the other way.

In a report released Thursday, the Tech Transparency Project (TTP) flagged popular accounts seemingly linked to US-sanctioned terrorists. Some of the accounts bear “ID verified” badges, suggesting that X may be going against its own policies that ban sanctioned terrorists from benefiting from its platform.

Even more troublingly, “several made use of revenue-generating features offered by X, including a button for tips,” the TTP reported.

On X, Premium subscribers pay $8 monthly or $84 annually, and Premium+ subscribers pay $40 monthly or $395 annually. Verified organizations pay X between $200 and $1,000 monthly, or up to $10,000 annually for access to Premium+. These subscriptions come with perks, allowing suspected terrorist accounts to share longer text and video posts, offer subscribers paid content, create communities, accept gifts, and amplify their propaganda.

Disturbingly, the TTP found that X’s chatbot Grok also appears to be helping to whitewash accounts linked to sanctioned terrorists.

In its report, the TTP noted that an account with the handle “hasmokaled”—which apparently belongs to “a key Hezbollah money exchanger,” Hassan Moukalled—at one point had a blue checkmark with 60,000 followers. While the Treasury Department has sanctioned Moukalled for propping up efforts “to continue to exploit and exacerbate Lebanon’s economic crisis,” clicking the Grok AI profile summary button seems to rely on Moukalled’s own posts and his followers’ impressions of his posts and therefore generated praise.

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report:-doge-supercharges-mass-layoff-software,-renames-it-to-sound-less-dystopian

Report: DOGE supercharges mass-layoff software, renames it to sound less dystopian

“It is not clear how AutoRIF has been modified or whether AI is involved in the RIF mandate (through AutoRIF or independently),” Kunkler wrote. “However, fears of AI-driven mass-firings of federal workers are not unfounded. Elon Musk and the Trump Administration have made no secret of their affection for the dodgy technology and their intentions to use it to make budget cuts. And, in fact, they have already tried adding AI to workforce decisions.”

Automating layoffs can perpetuate bias, increase worker surveillance, and erode transparency to the point where workers don’t know why they were let go, Kunkler said. For government employees, such imperfect systems risk triggering confusion over worker rights or obscuring illegal firings.

“There is often no insight into how the tool works, what data it is being fed, or how it is weighing different data in its analysis,” Kunkler said. “The logic behind a given decision is not accessible to the worker and, in the government context, it is near impossible to know how or whether the tool is adhering to the statutory and regulatory requirements a federal employment tool would need to follow.”

The situation gets even starker when you imagine mistakes on a mass scale. Don Moynihan, a public policy professor at the University of Michigan, told Reuters that “if you automate bad assumptions into a process, then the scale of the error becomes far greater than an individual could undertake.”

“It won’t necessarily help them to make better decisions, and it won’t make those decisions more popular,” Moynihan said.

The only way to shield workers from potentially illegal firings, Kunkler suggested, is to support unions defending worker rights while pushing lawmakers to intervene. Calling on Congress to ban the use of shadowy tools relying on unknown data points to gut federal agencies “without requiring rigorous external testing and auditing, robust notices and disclosure, and human decision review,” Kunkler said rolling out DOGE’s new tool without more transparency should be widely condemned as unacceptable.

“We must protect federal workers from these harmful tools,” Kunkler said, adding, “If the government cannot or will not effectively mitigate the risks of using automated decision-making technology, it should not use it at all.”

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tesla-denies-trying-to-replace-elon-musk-as-ceo

Tesla denies trying to replace Elon Musk as CEO

Tensions had been mounting at the company. Sales and profits were deteriorating rapidly. Musk was spending much of his time in Washington.

Around that time, Tesla’s board met with Musk for an update. Board members told him he needed to spend more time on Tesla, according to people familiar with the meeting. And he needed to say so publicly.

Musk didn’t push back.

Musk subsequently said in an April 22 call with investors that “starting next month, I’ll be allocating far more of my time to Tesla now that the major work of establishing the Department of Government Efficiency is done.”

The Journal report said that after Musk’s public statement, the Tesla “board narrowed its focus to a major search firm, according to the people familiar with the discussions. The current status of the succession planning couldn’t be determined. It is also unclear if Musk, himself a Tesla board member, was aware of the effort, or if his pledge to spend more time at Tesla has affected succession planning.”

Tesla’s eight-member board has been criticized for having members with close ties to Musk. Last year, a Delaware judge who invalidated a $55.8 billion pay package awarded to Musk said that most of the board members “were beholden to Musk or had compromising conflicts.”

That includes Musk’s brother, Kimbal, and longtime Musk friend James Murdoch, said the ruling from Delaware Court of Chancery Judge Kathaleen McCormick. The judge also wrote that Denholm “derived the vast majority of her wealth from her compensation as a Tesla director” and took a “lackadaisical approach to her oversight obligations.” Denholm later defended Musk’s pay, telling shareholders that the large sum was needed to keep the CEO motivated.

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tesla’s-q1-results-show-the-financial-cost-of-musk’s-support-for-trump

Tesla’s Q1 results show the financial cost of Musk’s support for Trump

For Q1 2025, Tesla took in $595 million in regulatory credits. Net income amounted to just $409 million.

None of this should be cause for concern, unlike the many times in the past that Tesla almost went out of business, Musk told investors on a call last night. “It’s been so many times. This is not one of those times. We’re not on the ragged edge of death, not even close,” he said.

I’m coming back!

The good news—if you’re a Tesla investor, at least—is that Musk says he will be spending more time at the electric car company in the coming months. He was hired by President Trump as a “special government employee,” a loophole that allows someone to be appointed to a senior government position without any of the congressional scrutiny that would normally accompany such a significant job. The proviso is that such positions can legally only last for 130 days, and Musk should reach that total in the next few weeks.

The flip side is that his secretive involvement with the DOGE wrecking ball looks set to continue. “I’ll have to continue doing it for, I think, probably the remainder of the president’s term, just to make sure that the waste and fraud that we stop does not come roaring back, which [it] will do if it has the chance,” Musk told investors last night. Earlier this month, The New York Times reported that Musk said his DOGE group would now generate just 15 percent of the vast savings he originally claimed—and even this smaller amount was disputed by the Times.

Musk says he expects to still devote 20 to 40 percent of his working time to the government, meaning Tesla must still compete for his attention, alongside SpaceX and other, lesser ventures.

Autonomous, real soon now

Tesla remains “absolutely hardcore about safety,” Musk said, despite the Cybertruck being more likely than the infamous Ford Pinto to burst into flames. “We go to great lengths to make the safest car in the world and have the lowest accidents per mile in. So—and look, fewest lives lost,” Musk said on last night’s call. In 2024, an analysis of the National Highway Traffic Safety Administration’s vehicle fatality rate data found that, actually, Tesla was the deadliest brand of car on sale in the US.

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Disgruntled users roast X for killing Support account

After X (formerly Twitter) announced it would be killing its “Support” account, disgruntled users quickly roasted the social media platform for providing “essentially non-existent” support.

“We’ll soon be closing this account to streamline how users can contact us for help,” X’s Support account posted, explaining that now, paid “subscribers can get support via @Premium, and everyone can get help through our Help Center.”

On X, the Support account was one of the few paths that users had to publicly seek support for help requests the platform seemed to be ignoring. For suspended users, it was viewed as a lifeline. Replies to the account were commonly flooded with users trying to get X to fix reported issues, and several seemingly paying users cracked jokes in response to the news that the account would soon be removed.

“Lololol your support for Premium is essentially non-existent,” a subscriber with more than 200,000 followers wrote, while another quipped “Okay, so no more support? lol.”

On Reddit, X users recently suggested that contacting the Premium account is the only way to get human assistance after briefly interacting with a bot. But some self-described Premium users complained of waiting six months or longer for responses from X’s help center in the Support thread.

Some users who don’t pay for access to the platform similarly complained. But for paid subscribers or content creators, lack of Premium support is perhaps most frustrating, as one user claimed their account had been under review for years, allegedly depriving them of revenue. And another user claimed they’d had “no luck getting @Premium to look into” an account suspension while supposedly still getting charged. Several accused X of sending users into a never-ending loop, where the help center only serves to link users to the help center.

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“what-the-hell-are-you-doing?”-how-i-learned-to-interview-astronauts,-scientists,-and-billionaires

“What the hell are you doing?” How I learned to interview astronauts, scientists, and billionaires


The best part about journalism is not collecting information. It’s sharing it.

Inside NASA's rare Moon rocks vault (2016)

Sometimes the best place to do an interview is in a clean room. Credit: Lee Hutchinson

Sometimes the best place to do an interview is in a clean room. Credit: Lee Hutchinson

I recently wrote a story about the wild ride of the Starliner spacecraft to the International Space Station last summer. It was based largely on an interview with the commander of the mission, NASA astronaut Butch Wilmore.

His account of Starliner’s thruster failures—and his desperate efforts to keep the vehicle flying on course—was riveting. In the aftermath of the story, many readers, people on social media, and real-life friends congratulated me on conducting a great interview. But truth be told, it was pretty much all Wilmore.

Essentially, when I came into the room, he was primed to talk. I’m not sure if Wilmore was waiting for me specifically to talk to, but he pretty clearly wanted to speak with someone about his experiences aboard the Starliner spacecraft. And he chose me.

So was it luck? I’ve been thinking about that. As an interviewer, I certainly don’t have the emotive power of some of the great television interviewers, who are masters of confrontation and drama. It’s my nature to avoid confrontation where possible. But what I do have on my side is experience, more than 25 years now, as well as preparation. I am also genuinely and completely interested in space. And as it happens, these values are important, too.

Interviewing is a craft one does not pick up overnight. During my career, I have had some funny, instructive, and embarrassing moments. Without wanting to seem pretentious or self-indulgent, I thought it might be fun to share some of those stories so you can really understand what it’s like on a reporter’s side of the cassette tape.

March 2003: Stephen Hawking

I had only been working professionally as a reporter at the Houston Chronicle for a few years (and as the newspaper’s science writer for less time still) when the opportunity to interview Stephen Hawking fell into my lap.

What a coup! He was only the world’s most famous living scientist, and he was visiting Texas at the invitation of a local billionaire named George Mitchell. A wildcatter and oilman, Mitchell had grown up in Galveston along the upper Texas coast, marveling at the stars as a kid. He studied petroleum engineering and later developed the controversial practice of fracking. In his later years, Mitchell spent some of his largesse on the pursuits of his youth, including astronomy and astrophysics. This included bringing Hawking to Texas more than half a dozen times in the 1990s and early 2000s.

For an interview with Hawking, one submitted questions in advance. That’s because Hawking was afflicted with Lou Gehrig’s disease and lost the ability to speak in 1985. A computer attached to his wheelchair cycled through letters and sounds, and Hawking clicked a button to make a selection, forming words and then sentences, which were sent to a voice synthesizer. For unprepared responses, it took a few minutes to form a single sentence.

George Mitchell and Stephen Hawking during a Texas visit.

Credit: Texas A&M University

George Mitchell and Stephen Hawking during a Texas visit. Credit: Texas A&M University

What to ask him? I had a decent understanding of astronomy, having majored in it as an undergraduate. But the readership of a metro newspaper was not interested in the Hubble constant or the Schwarzschild radius. I asked him about recent discoveries of the cosmic microwave background radiation anyway. Perhaps the most enduring response was about the war in Iraq, a prominent topic of the day. “It will be far more difficult to get out of Iraq than to get in,” he said. He was right.

When I met him at Texas A&M University, Hawking was gracious and polite. He answered a couple of questions in person. But truly, it was awkward. Hawking’s time on Earth was limited and his health failing, so it required an age to tap out even short answers. I can only imagine his frustration at the task of communication, which the vast majority of humans take for granted, especially because he had such a brilliant mind and so many deep ideas to share. And here I was, with my banal questions, stealing his time. As I stood there, I wondered whether I should stare at him while he composed a response. Should I look away? I felt truly unworthy.

In the end, it was fine. I even met Hawking a few more times, including at a memorable dinner at Mitchell’s ranch north of Houston, which spans tens of thousands of acres. A handful of the world’s most brilliant theoretical physicists were there. We would all be sitting around chatting, and Hawking would periodically chime in with a response to something brought up earlier. Later on that evening, Mitchell and Hawking took a chariot ride around the grounds. I wonder what they talked about?

Spring 2011: Jane Goodall and Sylvia Earle

By this point, I had written about science for nearly a decade at the Chronicle. In the early part of the year, I had the opportunity to interview noted chimpanzee scientist Jane Goodall and one of the world’s leading oceanographers, Sylvia Earle. Both were coming to Houston to talk about their research and their passion for conservation.

I spoke with Goodall by phone in advance of her visit, and she was so pleasant, so regal. By then, Goodall was 76 years old and had been studying chimpanzees in Gombe Stream National Park in Tanzania for five decades. Looking back over the questions I asked, they’re not bad. They’re just pretty basic. She gave great answers regardless. But there is only so much chemistry you can build with a person over the telephone (or Zoom, for that matter, these days). Being in person really matters in interviewing because you can read cues, and it’s easier to know when to let a pause go. The comfort level is higher. When you’re speaking with someone you don’t know that well, establishing a basic level of comfort is essential to making an all-important connection.

A couple of months later, I spoke with Earle in person at the Houston Museum of Natural Science. I took my older daughter, then nine years old, because I wanted her to hear Earle speak later in the evening. This turned out to be a lucky move for a couple of different reasons. First, my kid was inspired by Earle to pursue studies in marine biology. And more immediately, the presence of a curious 9-year-old quickly warmed Earle to the interview. We had a great discussion about many things beyond just oceanography.

President Barack Obama talks with Dr. Sylvia Earle during a visit to Midway Atoll on September 1, 2016.

Credit: Barack Obama Presidential Library

President Barack Obama talks with Dr. Sylvia Earle during a visit to Midway Atoll on September 1, 2016. Credit: Barack Obama Presidential Library

The bottom line is that I remained a fairly pedestrian interviewer back in 2011. That was partly because I did not have deep expertise in chimpanzees or oceanography. And that leads me to another key for a good interview and establishing a rapport. It’s great if a person already knows you, but even if they don’t, you can overcome that by showing genuine interest or demonstrating your deep knowledge about a subject. I would come to learn this as I started to cover space more exclusively and got to know the industry and its key players better.

September 2014: Scott Kelly

To be clear, this was not much of an interview. But it is a fun story.

I spent much of 2014 focused on space for the Houston Chronicle. I pitched the idea of an in-depth series on the sorry state of NASA’s human spaceflight program, which was eventually titled “Adrift.” By immersing myself in spaceflight for months on end, I discovered a passion for the topic and knew that writing about space was what I wanted to do for the rest of my life. I was 40 years old, so it was high time I found my calling.

As part of the series, I traveled to Kazakhstan with a photographer from the Chronicle, Smiley Pool. He is a wonderful guy who had strengths in chatting up sources that I, an introvert, lacked. During the 13-day trip to Russia and Kazakhstan, we traveled with a reporter from Esquire named Chris Jones, who was working on a long project about NASA astronaut Scott Kelly. Kelly was then training for a yearlong mission to the International Space Station, and he was a big deal.

Jones was a tremendous raconteur and an even better writer—his words, my goodness. We had so much fun over those two weeks, sharing beer, vodka, and Kazakh food. The capstone of the trip was seeing the Soyuz TMA-14M mission launch from the Baikonur Cosmodrome. Kelly was NASA’s backup astronaut for the flight, so he was in quarantine alongside the mission’s primary astronaut. (This was Butch Wilmore, as it turns out). The launch, from a little more than a kilometer away, was still the most spectacular moment of spaceflight I’ve ever observed in person. Like, holy hell, the rocket was right on top of you.

Expedition 43 NASA Astronaut Scott Kelly walks from the Zvjozdnyj Hotel to the Cosmonaut Hotel for additional training, Thursday, March 19, 2015, in Baikonur, Kazakhstan.

Credit: NASA/Bill Ingalls

Expedition 43 NASA Astronaut Scott Kelly walks from the Zvjozdnyj Hotel to the Cosmonaut Hotel for additional training, Thursday, March 19, 2015, in Baikonur, Kazakhstan. Credit: NASA/Bill Ingalls

Immediately after the launch, which took place at 1: 25 am local time, Kelly was freed from quarantine. This must have been liberating because he headed straight to the bar at the Hotel Baikonur, the nicest watering hole in the small, Soviet-era town. Jones, Pool, and I were staying at a different hotel. Jones got a text from Kelly inviting us to meet him at the bar. Our NASA minders were uncomfortable with this, as the last thing they want is to have astronauts presented to the world as anything but sharp, sober-minded people who represent the best of the best. But this was too good to resist.

By the time we got to the bar, Kelly and his companion, the commander of his forthcoming Soyuz flight, Gennady Padalka, were several whiskeys deep. The three of us sat across from Kelly and Padalka, and as one does at 3 am in Baikonur, we started taking shots. The astronauts were swapping stories and talking out of school. At one point, Jones took out his notebook and said that he had a couple of questions. To this, Kelly responded heatedly, “What the hell are you doing?”

Not conducting an interview, apparently. We were off the record. Well, until today at least.

We drank and talked for another hour or so, and it was incredibly memorable. At the time, Kelly was probably the most famous active US astronaut, and here I was throwing down whiskey with him shortly after watching a rocket lift off from the very spot where the Soviets launched the Space Age six decades earlier. In retrospect, this offered a good lesson that the best interviews are often not, in fact, interviews. To get the good information, you need to develop relationships with people, and you do that by talking with them person to person, without a microphone, often with alcohol.

Scott Kelly is a real one for that night.

September 2019: Elon Musk

I have spoken with Elon Musk a number of times over the years, but none was nearly so memorable as a long interview we did for my first book on SpaceX, called Liftoff. That summer, I made a couple of visits to SpaceX’s headquarters in Hawthorne, California, interviewing the company’s early employees and sitting in on meetings in Musk’s conference room with various teams. Because SpaceX is such a closed-up company, it was fascinating to get an inside look at how the sausage was made.

It’s worth noting that this all went down a few months before the onset of the COVID-19 pandemic. In some ways, Musk is the same person he was before the outbreak. But in other ways, he is profoundly different, his actions and words far more political and polemical.

Anyway, I was supposed to interview Musk on a Friday evening at the factory at the end of one of these trips. As usual, Musk was late. Eventually, his assistant texted, saying something had come up. She was desperately sorry, but we would have to do the interview later. I returned to my hotel, downbeat. I had an early flight the next morning back to Houston. But after about an hour, the assistant messaged me again. Musk had to travel to South Texas to get the Starship program moving. Did I want to travel with him and do the interview on the plane?

As I sat on his private jet the next day, late morning, my mind swirled. There would be no one else on the plane but Musk, his three sons (triplets, then 13 years old) and two bodyguards, and me. When Musk is in a good mood, an interview can be a delight. He is funny, sharp, and a good storyteller. When Musk is in a bad mood, well, an interview is usually counterproductive. So I fretted. What if Musk was in a bad mood? It would be a super-awkward three and a half hours on the small jet.

Two Teslas drove up to the plane, the first with Musk driving his boys and the second with two security guys. Musk strode onto the jet, saw me, and said he didn’t realize I was going to be on the plane. (A great start to things!) Musk then took out his phone and started a heated conversation about digging tunnels. By this point, I was willing myself to disappear. I just wanted to melt into the leather seat I was sitting in about three feet from Musk.

So much for a good mood for the interview.

As the jet climbed, the phone conversation got worse, but then Musk lost his connection. He put away his phone and turned to me, saying he was free to talk. His mood, almost as if by magic, changed. Since we were discussing the early days of SpaceX at Kwajalein, he gathered the boys around so they could hear about their dad’s earlier days. The interview went shockingly well, and at least part of the reason has to be that I knew the subject matter deeply, had prepared, and was passionate about it. We spoke for nearly two hours before Musk asked if he might have some time with his kids. They spent the rest of the flight playing video games, yucking it up.

April 2025: Butch Wilmore

When they’re on the record, astronauts mostly stick to a script. As a reporter, you’re just not going to get too much from them. (Off the record is a completely different story, of course, as astronauts are generally delightful, hilarious, and earnest people.)

Last week, dozens of journalists were allotted 10-minute interviews with Wilmore and, separately, Suni Williams. It was the first time they had spoken in depth with the media since their launch on Starliner and return to Earth aboard a Crew Dragon vehicle. As I waited outside Studio A at Johnson Space Center, I overheard Wilmore completing an interview with a Tennessee-based outlet, where he is from. As they wrapped up, the public affairs officer said he had just one more interview left and said my name. Wilmore said something like, “Oh good, I’ve been waiting to talk with him.”

That was a good sign. Out of all the interviews that day, it was good to know he wanted to speak with me. The easy thing for him to do would have been to use “astronaut speak” for 10 minutes and then go home. I was the last interview of the day.

As I prepared to speak with Wilmore and Williams, I didn’t want to ask the obvious questions they’d answered many times earlier. If you ask, “What was it like to spend nine months in space when you were expecting only a short trip?” you’re going to get a boring answer. Similarly, although the end of the mission was highly politicized by the Trump White House, two veteran NASA astronauts were not going to step on that landmine.

I wanted to go back to the root cause of all this, the problems with Starliner’s propulsion system. My strategy was simply to ask what it was like to fly inside the spacecraft. Williams gave me some solid answers. But Wilmore had actually been at the controls. And he apparently had been holding in one heck of a story for nine months. Because when I asked about the launch, and then what it was like to fly Starliner, he took off without much prompting.

Butch Wilmore has flown on four spacecraft: the Space Shuttle, Soyuz, Starliner, and Crew Dragon.

Credit: NASA/Emmett Given

Butch Wilmore has flown on four spacecraft: the Space Shuttle, Soyuz, Starliner, and Crew Dragon. Credit: NASA/Emmett Given

I don’t know exactly why Wilmore shared so much with me. We are not particularly close and have never interacted outside of an official NASA setting. But he knows of my work and interest in spaceflight. Not everyone at the space agency appreciates my journalism, but they know I’m deeply interested in what they’re doing. They know I care about NASA and Johnson Space Center. So I asked Wilmore a few smart questions, and he must have trusted that I would tell his story honestly and accurately, and with appropriate context. I certainly tried my best. After a quarter of a century, I have learned well that the most sensational stories are best told without sensationalism.

Even as we spoke, I knew the interview with Wilmore was one of the best I had ever done. A great scientist once told me that the best feeling in the world is making some little discovery in a lab and for a short time knowing something about the natural world that no one else knows. The equivalent, for me, is doing an interview and knowing I’ve got gold. And for a little while, before sharing it with the world, I’ve got that little piece of gold all to myself.

But I’ll tell you what. It’s even more fun to let the cat out of the bag. The best part about journalism is not collecting information. It’s sharing that information with the world.

Photo of Eric Berger

Eric Berger is the senior space editor at Ars Technica, covering everything from astronomy to private space to NASA policy, and author of two books: Liftoff, about the rise of SpaceX; and Reentry, on the development of the Falcon 9 rocket and Dragon. A certified meteorologist, Eric lives in Houston.

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Car safety experts at NHTSA, which regulates Tesla, axed by DOGE


Tesla has a lot riding on the swift success of its so-called Full Self-Driving software.

Credit: Kai Eckhardt/picture alliance via Getty Images

Job cuts at the US traffic safety regulator instigated by Elon Musk’s so-called Department of Government Efficiency disproportionately hit staff assessing self-driving risks, hampering oversight of technology on which the world’s richest man has staked the future of Tesla.

Of roughly 30 National Highway Traffic Safety Administration workers dismissed in February as part of Musk’s campaign to shrink the federal workforce, many were in the “office of vehicle automation safety,” people familiar with the situation told the Financial Times.

The cuts are part of mass firings by Doge that have affected at least 20,000 federal employees and raised widespread concern over potential conflicts of interest for Musk given many of the targeted agencies regulate or have contracts with his businesses.

The NHTSA, which has been a thorn in Tesla’s side for years, has eight active investigations into the company after receiving—and publishing—more than 10,000 complaints from members of the public.

Morale at the agency, which has ordered dozens of Tesla recalls and delayed the rollout of the group’s self-driving and driver-assistance software, has plunged following Doge’s opening salvo of job cuts, according to current and former NHTSA staff.

“There is a clear conflict of interest in allowing someone with a business interest influence over appointments and policy at the agency regulating them,” said one former senior NHTSA figure, who was not among the Doge-led layoffs.

Remaining agency employees are now warily watching the experience of other federal regulators that have crossed Musk’s companies.

“Musk has attacked the Federal Aviation Administration and Federal Communications Commission to benefit SpaceX,” said another former top official at the regulator. “Why would he spare NHTSA?”

Musk has repeatedly clashed with federal and state authorities. Last year he called for the FAA chief to resign and sharply criticized the FCC for revoking a 2022 deal for his satellite telecommunications company Starlink to provide rural broadband.

The NHTSA said in a statement that safety remained its top priority and that it would enforce the law on any carmaker in line with its rules and investigations. “The agency’s investigations have been and will continue to be independent,” it added.

Musk, Doge, and Tesla did not immediately respond to requests for comment.

The dismissals, instigated by email on Valentine’s Day, affected roughly 4 percent of the agency’s 800 staff and included employees who had been promised promotions as well as newly hired workers, according to seven people familiar with the matter.

Staff working on vehicle automation safety were disproportionately affected, some of the people said, because the division was only formed in 2023 so comprised many newer hires still on probation.

The email cited poor performance as a reason for the dismissals. However, one senior figure still at the NHTSA rejected the notion that this was the basis for the layoffs. Another said morale was low after “some huge talent losses.”

Doge’s actions could hamper Tesla’s plans, according to one laid-off agency worker, who said the dismissals would “certainly weaken NHTSA’s ability to understand self-driving technologies.”

“This is an office that should be on the cutting edge of how to handle AVs [autonomous vehicles] and figuring out what future rulemaking should look like,” said another former NHTSA employee. “It would be ironic if Doge slowed down Tesla.”

The company has a lot riding on the swift success of its so-called Full Self-Driving software.

Musk has promised customers and investors that Tesla will launch a driverless ride-hailing service in Austin, Texas, by June and start production of a fleet of autonomous “cybercabs” next year.

To do so, Tesla needs an exemption from the NHTSA to operate a non-standard driverless vehicle on American roads because Musk’s cybercabs have neither pedals nor a steering wheel.

“Letting Doge fire those in the autonomous division is sheer madness—we should be lobbying to add people to NHTSA,” said one manager at Tesla. They “need to be developing a national framework for AVs, otherwise Tesla doesn’t have a prayer for scale in FSD or robotaxis.”

The NHTSA’s decision on the cybercab exemption and the future of its proposed AV STEP program to evaluate and oversee driverless and assisted cars will be closely watched considering the high stakes for Tesla.

Current and former NHTSA officials have privately expressed concerns about Musk’s ambitious rollout plans and how he would wield his influence to ensure a speedy launch of the cybercab and unsupervised FSD on US roads.

The government could “speed up the [AV STEP] application process and weaken it in some way so the safety case is less onerous to meet,” one person told the FT.

The future of crash reporting is another area of concern for those at the agency, following reports that the Trump administration may seek to loosen or eliminate disclosure rules.

After a spate of incidents, the NHTSA in 2021 introduced a standing general order that requires carmakers to report within 24 hours any serious accidents involving vehicles equipped with advanced driver assistance or automated driving systems.

Enforcing the order has been a vital tool for the agency to launch investigations into Tesla and other carmakers because there is no federal regulatory framework to govern cars not under human control.

It was critical for a recall of 2 million Teslas in December 2023 for an update that would force drivers to pay attention when its autopilot assistance software was engaged.

“Crash reporting is vital, the massive Tesla recall on autopilot could not have occurred without it. We got a huge amount of info on crashes and followed up with demands for more data and video,” said one person involved in the recall. “But everything seems to be fair game right now.”

One person familiar with Musk’s thinking said the company felt unfairly penalized by the rules because its sensors and video recording are more advanced than rivals’ so it files more complete data.

“Reporters see that we are reporting more incidents—many of which have nothing to do with autopilot—and have told the wrong story about our safety record,” the person said. “There is a healthy amount of frustration about that dynamic… the idea our bar for safety is lower is just wrong.”

The NHTSA has shown no signs of backing down, overseeing three new recalls of Tesla vehicles since Trump took office, most recently ordering 46,000 Cybertrucks to be checked after discovering an exterior panel was prone to falling off because of faulty glue.

Of its eight active investigations into Tesla vehicles, five concern Musk’s claims about the capabilities of the company’s Autopilot driver-assistance system and its FSD software—central promises of Tesla’s value proposition and the subject of thousands of consumer complaints.

The agency has received an average of 20 per month on FSD since the software was launched, according to an FT analysis of more than 10,000 complaints.

A sharp rise in complaints about so-called “phantom braking” at the start of 2022 triggered one of the investigations. In one, about a mid-October 2024 incident, a Tesla Model 3 in FSD suddenly stopped in front of a car that would have crashed into it had the Tesla driver not taken back control of the vehicle and accelerated.

“Software is so far from being ready to be safely used,” the Model 3 driver said in the complaint.

While multiple Tesla tech updates in the past two years have reduced complaints about braking glitches, other software issues persist. The FT analysis, which used artificial intelligence to categorize complaints, shows errors connected to driver-assist tools such as FSD and Autopilot still make up a large share of complaints made against the company in the past year.

In February, the driver of a 2024 Cybertruck reported that FSD disengaged without warning, causing the vehicle to suddenly accelerate and nearly collide head-on with another car. The owner said they contacted Tesla service but the vehicle was neither inspected nor repaired.

Former Apple executive Jonathan Morrison has been nominated by Trump as the NHTSA’s next administrator and must find a way to navigate the agency through the perceived conflicts of interest with Musk, without being accused of stifling AV innovation.

“Elon has done a lot of really interesting things with tech that were thought to be impossible,” said one former top NHTSA official.

“What concerns me is that Tesla is not known for taking a slow and methodical approach; they move fast and break things, and people are at risk because of that. There have been preventable deaths, so it’s an immediate concern for us.”

© 2025 The Financial Times Ltd. All rights reserved. Not to be redistributed, copied, or modified in any way.

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Here are the reasons SpaceX won nearly all recent military launch contracts


“I expect that the government will follow all the rules and be fair and follow all the laws.”

President Donald Trump and Elon Musk, CEO of Tesla and SpaceX, speak to the press as they stand next to a Tesla vehicle on the South Portico of the White House on March 11, 2025. Credit: Photo by Mandel Ngan/AFP

In the last week, the US Space Force awarded SpaceX a $5.9 billion deal to make Elon Musk’s space company the Pentagon’s leading launch provider, and then it assigned the vast majority of this year’s most lucrative launch contracts to SpaceX.

On top of these actions, the Space Force reassigned the launch of a GPS navigation satellite from United Launch Alliance’s long-delayed Vulcan rocket to fly on SpaceX’s Falcon 9. ULA, a joint venture between Boeing and Lockheed Martin, is SpaceX’s chief US rival in the market for military satellite launches.

Given the close relationship between Musk and President Donald Trump, it’s not out of bounds to ask why SpaceX is racking up so many wins. Some plans floated by the Trump administration involving SpaceX in recent months have raised concerns over conflicts of interest.

Tory Bruno, ULA’s president and CEO, doesn’t seem too worried in his public statements. In a roundtable with reporters this week at the annual Space Symposium conference in Colorado, Bruno was asked about Musk’s ties with Trump.

“We have not been impacted by our competitor’s position advising the president, certainly not yet,” Bruno said. “I expect that the government will follow all the rules and be fair and follow all the laws, and so we’re behaving that way.”

It’s a separate concern whether the Pentagon should predominantly rely on a single provider for access to space, be it a launch company like SpaceX led by a billionaire government insider or a provider like ULA that, so far, hasn’t proven its new Vulcan rocket can meet the Space Force’s schedules.

Military officials are unanimous in their answer to that question: “No.” That’s why the Space Force is keen to add to the Pentagon’s roster of launch providers. In the last 12 months, the Space Force has brought Blue Origin, Rocket Lab, and Stoke Space to join SpaceX and ULA in the mix for national security launches.

Results matter

The reason Bruno can say Musk’s involvement in the Trump administration so far hasn’t affected ULA is simple. SpaceX is cheaper and has a ready-made line of Falcon 9 and Falcon Heavy rockets available to launch the Pentagon’s satellites. ULA’s Vulcan rocket is now certified to launch military payloads, but it reached this important milestone years behind schedule.

The Pentagon announced Friday that SpaceX, ULA, and Blue Origin—Jeff Bezos’ space company—won contracts worth $13.7 billion to share responsibilities for launching approximately 54 of the military’s most critical space missions from 2027 through 2032. SpaceX received the lion’s share of the missions with an award for 28 launches, while ULA got 19. Blue Origin, a national security launch business newcomer, will fly seven missions.

This comes out to a 60-40 split between SpaceX and ULA, not counting Blue Origin’s seven launches, which the Space Force set aside for a third contractor. It’s a reversal of the 60-40 sharing scheme in the last big military launch competition in 2020, when ULA took the top award over SpaceX. Space Force officials anticipate Blue Origin’s New Glenn rocket will be certified for national security missions next year, allowing it to begin winning launch task orders.

Tory Bruno, president and CEO of United Launch Alliance, speaks with reporters at NASA’s Kennedy Space Center in Florida on May 6, 2024. Credit: Paul Hennessy/Anadolu via Getty Images

Bruno said he wasn’t surprised with the outcome of this year’s launch competition, known as Phase 3 of the National Security Space Launch (NSSL) program. “We’re happy to get it,” he said Monday.

“I felt that winning 60 percent the first time was a little bit of an upset,” Bruno said of the 2020 competition with SpaceX. “I believe they expected to win 60 then … Therefore, I believed this time around that they would compete that much harder, and that I was not going to price dive in order to guarantee a win.”

While we know roughly how many launches each company will get from the Space Force, the military hasn’t determined which specific missions will fly with ULA, SpaceX, or Blue Origin. Once per year, the Space Force will convene a “mission assignment board” to divvy up individual task orders.

Simply geography

Officials announced Monday that this year’s assignment board awarded seven missions to SpaceX and two launches to ULA. The list includes six Space Force missions and three for the National Reconnaissance Office (NRO).

SpaceX’s seven wins are worth a combined $845.8 million, with an average price of $120.8 million per launch. Three will fly on Falcon 9 rockets, and four will launch on SpaceX’s Falcon Heavy.

  • NROL-97 on a Falcon Heavy from Cape Canaveral
  • USSF-15 (GPS IIIF-3) on a Falcon Heavy from Cape Canaveral
  • USSF-174 on a Falcon Heavy from Cape Canaveral
  • USSF-186 on a Falcon Heavy from Cape Canaveral
  • USSF-234 on a Falcon 9 from Cape Canaveral
  • NROL-96 on a Falcon 9 from Vandenberg
  • NROL-157 on a Falcon 9 from Vandenberg

The Space Force’s two orders to ULA are valued at $427.6 million, averaging $213.8 million per mission. Both missions will launch from Florida, one with a GPS navigation satellite to medium-Earth orbit and another with a next-generation geosynchronous missile warning satellite named NGG-2.

  • USSF-49 (GPS IIIF-2) on a Vulcan from Cape Canaveral
  • USSF-50 (NGG-2) on a Vulcan from Cape Canaveral

So, why did ULA only get 22 percent of this year’s task orders instead of something closer to 40 percent? It turns out ULA was not eligible for two of these missions because the company’s West Coast launch pad for the Vulcan rocket is still under construction at Vandenberg Space Force Base. The Space Force won’t assign specific West Coast missions to ULA until the launch pad is finished and certified, according to Brig. Gen. Kristin Panzenhagen, chief of the Space Force’s “Assured Access to Space” office.

Vandenberg, a military facility on the Southern California coast, has a wide range of open ocean to the south, perfect for rockets delivering payloads into polar orbits. Rockets flown out of Cape Canaveral typically fly to the east on trajectories useful for launching satellites into the GPS network or into geosynchronous orbit.

“A company can be certified for a subset of missions while it continues to work on meeting the certification criteria for the broader set of missions,” Panzenhagen said. “In this case, ULA was not certified for West Coast launches yet. They’re working on that.”

Because of this rule, SpaceX won task orders for the NROL-96 and NROL-157 missions by default.

The Space Force’s assignment of the USSF-15 mission to SpaceX makes some sense, too. Going forward, the Space Force wants to have Vulcan and Falcon Heavy as options for adding to the GPS network. This will be the first GPS payload to launch on Falcon Heavy, allowing SpaceX engineers to complete a raft of upfront analysis and integration work. Engineers won’t have to repeat this work on future Falcon Heavy flights carrying identical GPS satellites.

From monopoly to niche

A decade ago, ULA was the sole launch provider to deploy the Pentagon’s fleet of surveillance, communication, and navigation satellites. The Air Force certified SpaceX’s Falcon 9 rocket for national security missions in May 2015, opening the market for competition for the first time since Boeing and Lockheed Martin merged their rocket divisions to create ULA in 2006.

ULA’s monopoly, which Bruno acknowledged, has now eroded into making the company a niche player in the military launch market.

“A monopoly is not healthy,” he said. “We were one for a few years before I came to ULA, and that was because no one else had the capability, and there weren’t that many missions. There weren’t enough to support many providers. There are now, so this is better.”

There are at least a couple of important reasons the Space Force is flying more missions than 10 or 20 years ago.

One is that Pentagon officials believe the United States is now in competition with a near-peer great power, China, with a rapidly growing presence in space. Military leaders say this requires more US hardware in orbit. Another is that the cost of launching something into space is lower than it was when ULA enjoyed its dominant position. SpaceX has led the charge in reducing the cost of accessing space, thanks to its success in pioneering reusable commercial rockets.

Many of the new types of missions the Space Force plans to launch in the next few years will go to low-Earth orbit (LEO), a region of space a few hundred miles above the planet. There, the Space Force plans to deploy hundreds of satellites for a global missile detection, missile tracking, and data relay network. Eventually, the military may place hundreds or more space-based interceptors in LEO as part of the “Golden Dome” missile defense program pushed by the Trump administration.

United Launch Alliance’s second Vulcan rocket underwent a countdown dress rehearsal last year. Credit: United Launch Alliance

Traditionally, the military has operated missile tracking and communications satellites in much higher geosynchronous orbits some 22,000 miles (36,000 kilometers) over the equator. At that altitude, satellites revolve around the Earth at the same speed as the planet’s rotation, allowing a spacecraft to maintain a constant vigil over the same location.

The Space Force still has a few of those kinds of missions to launch, along with mobile, globe-trotting surveillance satellites and eavesdropping signals intelligence spy platforms for the National Reconnaissance Office. Bruno argues ULA’s Vulcan rocket, despite being more expensive, is best suited for these bespoke missions. So far, the Space Force’s awards seem to bear it out.

“Our rocket has a unique niche within this marketplace,” Bruno said. “There really are two kinds of missions from the rocket’s standpoint. There are ones where you drop off in LEO, and there are ones where you drop off in higher orbits. You design your rockets differently for that. It doesn’t mean we can’t drop off in LEO, it doesn’t mean [SpaceX] can’t drop off in a higher energy orbit, but we’re more efficient at those because we designed for that.”

There’s some truth in that argument. The Vulcan rocket’s upper stage, called the Centaur V, burns liquid hydrogen fuel with better fuel efficiency than the kerosene-fueled engine on SpaceX’s upper stage. And SpaceX must use the more expensive Falcon Heavy rocket for the most demanding missions, expending the rocket’s core booster to devote more propellant toward driving the payload into orbit.

SpaceX has launched at a rate nearly 34 times higher than United Launch Alliance since the start of 2023, but ULA has more experience with high-energy missions, featuring more complex maneuvers to place military payloads directly into geosynchronous orbit, and sometimes releasing multiple payloads at different locations in the geosynchronous belt.

This is one of the most challenging mission profiles for any rocket, requiring a high-endurance upper stage, like Vulcan’s Centaur V, capable of cruising through space for eight or more hours.

SpaceX has flown a long-duration version of its upper stage on several missions by adding an extended mission kit. This gives the rocket longer battery life and a custom band of thermal paint to help ensure its kerosene fuel does not freeze in the cold environment of space.

A SpaceX Falcon Heavy rocket rolls to the launch pad in Florida in June 2024. The rocket’s upper stage sports a strip of gray thermal paint to keep propellants at the proper temperature for a long-duration cruise through space. Credit: SpaceX

On the other hand, the overwhelming majority of SpaceX’s missions target low-Earth orbit, where Falcon 9 rockets deploy Starlink Internet satellites, send crews and cargo to the International Space Station, and regularly launch multi-payload rideshare missions. These launches maximize the Falcon 9’s efficiencies with booster recovery and reuse. SpaceX is proficient and prolific with these missions, launching them every couple of days. Launch, land, repeat.

“They tend to be more efficient at the LEO drop-offs, I’ll be honest about that,” Bruno said. “That means there’s a competitive space in the middle, and then there’s kind of these end cases. So, we’ll keep winning when it’s way over in our space, they will win when it’s way over in theirs, and then in the middle it’s kind of a toss-up for any given mission.”

Recent history seems to support Bruno’s hypothesis. Last year, SpaceX and ULA competed head-to-head for nine specific launch contracts, or task orders, in a different Space Force competition. The launches will place national security satellites into low-Earth orbit, and SpaceX won all nine of them. Since 2020, ULA has won more Space Force task orders than SpaceX for high-energy missions, although the inverse was true in this year’s round of launch orders.

The military’s launch contracting strategy gives the Space Force flexibility to swap payloads between rockets, add more missions, or deviate from the 60-40 share to SpaceX and ULA. This has precedent. Between 2020 and 2024, ULA received 54 percent of military launches, short of the 60 percent anticipated in their original contract. This amounted to ULA winning three fewer task orders, or a lost value of about $350 million, because of delays in development of the Vulcan rocket.

That’s the cost of doing business with the Pentagon. Military officials don’t want their satellites sitting on the ground. The national policy of assured access to space materialized after the Challenger accident in 1986. NASA grounded the Space Shuttle for two-and-a-half years, and the military had no other way to put its largest satellites into orbit, leading the Pentagon to accelerate development of new versions of the Atlas, Delta, and Titan rockets dating back to the 1960s.

Military and intelligence officials were again stung by a spate of failures with the Titan IV in the 1990s, when it was the only heavy-lift launcher in the Pentagon’s inventory. Then, ULA’s Delta IV Heavy rocket was the sole heavy-lifter available to the military for nearly two decades. Today, the Space Force has two heavy-lift options and may have a third soon with Blue Origin’s New Glenn rocket.

This all has the added benefit of bringing down costs, according to Col. Doug Pentecost, deputy director of the Space Force’s Assured Access to Space directorate.

“If you bundle a bunch of missions together, you can get a better price point,” he said. “We awarded $13.7 billion. We thought this was going to cost us 15.5, so we saved $1.7 billion with this competition, showing that we have great industry out there trying to do good stuff for us.”

Photo of Stephen Clark

Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

Here are the reasons SpaceX won nearly all recent military launch contracts Read More »

twitch-makes-deal-to-escape-elon-musk-suit-alleging-x-ad-boycott-conspiracy

Twitch makes deal to escape Elon Musk suit alleging X ad boycott conspiracy

Instead, it appears that X decided to sue Twitch after discovering that Twitch was among advertisers who directly referenced the WFA’s brand safety guidelines in its own community guidelines and terms of service. X likely saw this as evidence that Twitch was allegedly conspiring with the WFA to restrict then-Twitter’s ad revenue, since X alleged that Twitch reduced ad purchases to “only a de minimis amount outside the United States, after November 2022,” X’s complaint said.

“The Advertiser Defendants and other GARM-member advertisers acted in parallel to discontinue their purchases of advertising from Twitter, in a marked departure from their prior pattern of purchases,” X’s complaint said.

Now, it seems that X has agreed to drop Twitch from the suit, perhaps partly because the complaint X had about Twitch adhering to WFA brand safety standards is defused since the WFA disbanded the ad industry arm that set those standards.

Unilever struck a similar deal to wriggle out of the litigation, Reuters noted, and remained similarly quiet on the terms, only saying that the brand remained “committed to meeting our responsibility standards to ensure the safety and performance of our brands on the platform.” But other advertisers, including Colgate, CVS, LEGO, Mars, Pinterest, Shell, and Tyson Foods, so far have not.

For Twitch, its deal seems to clearly take a target off its back at a time when some advertisers are reportedly returning to X to stay out of Musk’s crosshairs. Getting out now could spare substantial costs as the lawsuit drags on, even though X CEO Linda Yaccarino declared the ad boycott was over in January. X is still $12 billion in debt, X claimed, after Musk’s xAI bought X last month. External data in January seemed to suggest many big brands were still hesitant to return to the platform, despite Musk’s apparent legal strong-arming and political influence in the Trump administration.

Ars could not immediately reach Twitch or X for comment. But the court docket showed that Twitch was up against a deadline to respond to the lawsuit by mid-May, which likely increased pressure to reach an agreement before Twitch was forced to invest in raising a defense.

Twitch makes deal to escape Elon Musk suit alleging X ad boycott conspiracy Read More »

even-trump-may-not-be-able-to-save-elon-musk-from-his-old-tweets

Even Trump may not be able to save Elon Musk from his old tweets

A loss in the investors’ and SEC’s suits could force Musk to disgorge any ill-gotten gains from the alleged scheme, estimated at $150 million, as well as potential civil penalties.

The SEC and Musk’s X (formerly Twitter) did not respond to Ars’ request to comment. Investors’ lawyers declined to comment on the ongoing litigation.

SEC purge may slow down probes

Under the Biden administration, the SEC alleged that “Musk’s violation resulted in substantial economic harm to investors selling Twitter common stock.” For the lead plaintiffs in the investors’ suit, the Oklahoma Firefighters Pension and Retirement System, the scheme allegedly robbed retirees of gains used to sustain their quality of life at a particularly vulnerable time.

Musk has continued to argue that his alleged $200 million in savings from the scheme was minimal compared to his $44 billion purchase price. But the alleged gains represent about two-thirds of the $290 million price the billionaire paid to support Trump’s election, which won Musk a senior advisor position in the Trump administration, CNBC reported. So it’s seemingly not an insignificant amount of money in the grand scheme.

Likely bending to Musk’s influence, one of Trump’s earliest moves after taking office, CNBC reported, was reversing a 15-year-old policy allowing the SEC director of enforcement to launch probes like the one Musk is currently battling. It allowed the Tesla probe, for example, to be launched just seven days after Musk’s allegedly problematic tweets, the SEC boasted in a 2020 press release.

Now, after Trump’s rule change, investigations must be approved by a vote of SEC commissioners. That will likely slow down probes that the SEC had previously promised years ago would only speed up over time in order to more swiftly protect investors.

SEC expected to reduce corporate fines

For Musk, the SEC has long been a thorn in his side. At least two top officials (1, 2) cited the Tesla settlement as a career highlight, with the agency seeming especially proud of thinking “creatively about appropriate remedies,” the 2020 press release said. Monitoring Musk’s tweets, the SEC said, blocked “potential harm to investors” and put control over Musk’s tweets into the SEC’s hands.

Even Trump may not be able to save Elon Musk from his old tweets Read More »

big-brands-are-spending-small-sums-on-x-to-stay-out-of-musk’s-crosshairs

Big brands are spending small sums on X to stay out of Musk’s crosshairs

According to data from Emarketer, X’s revenue will increase to $2.3 billion this year compared with $1.9 billion a year ago. However, global sales in 2022, when the group was known as Twitter and taken over by Musk, were $4.1 billion.

Total US ad spend on X was down by 2 percent in the first two months of 2025 compared with a year ago, according to data from market intelligence group Sensor Tower, despite the recent return of groups such as Hulu and Unilever.

American Express also rejoined the platform this year but its ad spend is down by about 80 percent compared with the first quarter of 2022, Sensor Tower said.

However, four large ad agencies—WPP, Omnicom, Interpublic Group, and Publicis—have recently agreed on deals, or are in talks, to set annual spending targets with X in so-called “upfront deals,” where advertisers commit to purchasing slots in advance.

X, WPP, Omnicom, and Publicis declined to comment. Interpublic Group did not respond to a request for comment.

Fears have risen within the advertising industry after X filed a federal antitrust lawsuit last summer against Global Alliance for Responsible Media, a coalition of brands, ad agencies, and some companies including Unilever, accusing them of coordinating an “illegal boycott” under the guise of a brand safety initiative. The Republican-led House of Representatives Committee on the Judiciary has also leveled similar accusations.

Unilever was dropped from X’s lawsuit after it restarted advertising on the social media platform in October.

Following discussions with their legal team, some staff at WPP’s GroupM now feel concerned about what they put in writing about X or communicate over video conferencing given the lawsuit, according to one person familiar with the matter.

Another advertising executive noted that the planned $13 billion merger between Omnicom and Interpublic had been delayed by a further request for information from a US watchdog this month, holding the threat of regulatory intervention over the deal.

Big brands are spending small sums on X to stay out of Musk’s crosshairs Read More »

what-could-possibly-go-wrong?-doge-to-rapidly-rebuild-social-security-codebase.

What could possibly go wrong? DOGE to rapidly rebuild Social Security codebase.

Like many legacy government IT systems, SSA systems contain code written in COBOL, a programming language created in part in the 1950s by computing pioneer Grace Hopper. The Defense Department essentially pressured private industry to use COBOL soon after its creation, spurring widespread adoption and making it one of the most widely used languages for mainframes, or computer systems that process and store large amounts of data quickly, by the 1970s. (At least one DOD-related website praising Hopper’s accomplishments is no longer active, likely following the Trump administration’s DEI purge of military acknowledgements.)

As recently as 2016, SSA’s infrastructure contained more than 60 million lines of code written in COBOL, with millions more written in other legacy coding languages, the agency’s Office of the Inspector General found. In fact, SSA’s core programmatic systems and architecture haven’t been “substantially” updated since the 1980s when the agency developed its own database system called MADAM, or the Master Data Access Method, which was written in COBOL and Assembler, according to SSA’s 2017 modernization plan.

SSA’s core “logic” is also written largely in COBOL. This is the code that issues social security numbers, manages payments, and even calculates the total amount beneficiaries should receive for different services, a former senior SSA technologist who worked in the office of the chief information officer says. Even minor changes could result in cascading failures across programs.

“If you weren’t worried about a whole bunch of people not getting benefits or getting the wrong benefits, or getting the wrong entitlements, or having to wait ages, then sure go ahead,” says Dan Hon, principal of Very Little Gravitas, a technology strategy consultancy that helps government modernize services, about completing such a migration in a short timeframe.

It’s unclear when exactly the code migration would start. A recent document circulated amongst SSA staff laying out the agency’s priorities through May does not mention it, instead naming other priorities like terminating “non-essential contracts” and adopting artificial intelligence to “augment” administrative and technical writing.

What could possibly go wrong? DOGE to rapidly rebuild Social Security codebase. Read More »