Author: openjargon

• Tim Schultz won the lottery in 1999 while working as a gas station attendant when he was 21. 
• Schultz put himself through college and retired immediately, but some of his relationships suffered.
• He said money doesn't buy you happiness, but it can buy you time, opportunities and reduce stress. 

This as-told-to essay is based on a transcribed conversation with Timothy Schultz, who won the Powerball Lottery in 1999. The following has been edited for length and clarity.

A few months before I won the $28 million Powerball jackpot, I had a vivid dream that I'd already won. It felt so real that it convinced me it was going to happen.

It was 1999, and I was a gas station attendant studying part-time at a liberal arts university in Iowa. I lived in my parents' basement, making minimum wage.

I started playing the lottery once or twice weekly, buying a single ticket. I visualized winning and told people about it. They said, "Well if anyone's going to win, you're going to win."

Then I did.

After I won, I was walking on cloud nine

I woke up to my father banging on my bedroom door on February 10, 1999, screaming that someone won the Powerball lottery. He asked whether I purchased a ticket. I immediately remembered telling several people I had the winning ticket the night before.

I was frantic, rummaging through papers, and eventually found the ticket crumpled in a little ball. After unraveling it, I ran upstairs to the kitchen and compared the numbers to those in the newspaper.

When they matched, it felt like I was still dreaming. My father hugged me, and we jumped up and down like kids in a candy store.

I called my mom, who initially thought I was joking. We also called financial advisors and attorneys. They said to put the ticket somewhere secure and set up a time to redeem it at the lottery office; I felt like I was walking on cloud nine.

A press conference announced I had won the $28 million Powerball lottery. After that, our phone was inundated with messages. People I knew congratulated me, but there were stacks of letters from strangers, some of whom asked for money.

At the press conference itself, I felt like a deer in headlights. It was exhilarating and terrifying. I'd never been the center of attention for millions of people. However, part of me enjoyed it. I think it helped inspire my pursuit of broadcast news and podcasting.

I'd always imagined what I'd do if I ever won: pay off debt and put myself through college, but I'd never thought about how it would change my life.

From gas attendant to millionaire

Suddenly, I'd gone from a gas station attendant to retired at 21. I felt like I was holding a magic wand. Everything was possible, but I also wanted to be financially responsible.

Before turning in the ticket, I consulted with wealth professionals to understand how much I could afford to spend and give to others. I helped many people but also wanted to live within my means.

Before I received the money, I set up a plan with advisors to invest it. We invested conservatively so the returns could last me over a lifetime.

But as a 21-year-old, the first thing I bought was the latest video game system. A luxury I couldn't afford before winning.

I mostly invested in stocks, bonds, and mutual funds with my money. I helped my family, bought vehicles, and traveled. I went back to college to study film and broadcast journalism, a dream come true.

How it impacted my relationships

I was a struggling college student, just like my peers, and then I became an outlier: the rich kid. At the time, I felt obligated to pay for friends' vacations, meals, or anything we did together.

Most people didn't ask for money, but I felt that I could and, perhaps morally, should pay for them because I had won the lottery.

People were supportive, but some treated me differently. Some tried to get closer to me, which made me feel like a walking, talking ATM. I constantly feared people didn't want to be friends with me for the right reasons. When people didn't change how they behaved around me, I knew I could trust them. I also had family and friends who seemed concerned about how wealth would impact me, which further cemented my trust.

When you win the lottery, people don't view the money as something you've earned. A family member explicitly told me I got something for nothing by winning the lottery and should keep giving them and others money.

I had to learn to say no to stay fisicially responsible. When I put my foot down, it damaged my relationships with some family members who I loved very much.

After winning, I initially felt isolated and lonely. I had a really hard time opening up to new people. My dating life was better before I won the lottery. I moved to a different house in a new state because so many people knew my story, and I felt uncomfortable.

It was a steep learning curve navigating the social aspect of winning the lottery.

How I spent the money

Within the first year of winning, for fun, my friends and I threw a dart at a map and said we'd go wherever the dart landed. It landed in the middle of Canada, so we went on an outdoor adventure trip north.

I retired instantaneously, but I've kept working on passion projects.

After winning the lottery, I thought hard about what makes me happy. Sitting on a beach drinking margaritas is fun, but the novelty wears off.

I needed a reason to wake up in the morning and a goal to achieve. That is why I went back to college to earn a degree, work on several productions, and pursue my desire to entertain and inspire people positively; I love it, and it drives me.

I produced a documentary and a couple of animations, helped with other people's independent films, and created a film festival. I also started my "Lottery, Dreams and Fortune" podcast where I interview other major prize and lottery winners. It's very cathartic for me to meet and interview people and understand their lottery journeys.

These days, I spend most of my free time working on my podcast and YouTube channel or exercising. I'm typically running, lifting weights, or training if I'm not producing a video. YouTube brings in some money, but I can live off my investments.

Reflecting on his win

People ask all the time, "Does money buy happiness?" Money doesn't necessarily change who you are. It can affect happiness by buying time, providing opportunities, and alleviating stress about debt. But it doesn't change who you are. Some very wealthy people are very unhappy as well.

I wish I had invested in bitcoin a few years ago, but that's my only regret about how I've spent the winnings. Shortly after winning, I purchased new vehicles and other big purchases.

These days, I don't buy anything too crazy. Like many people, I live within a budget. If you win hundreds of millions, your budget could be quite different. It's all relative. I am just grateful for what I got.

At 21, I had no idea what to do with that kind of money and was lucky I sought professional guidance. I didn't want to become a statistic of lottery winners going broke within a few years.

While I didn't have a choice in 1999 whether I wanted to claim the prize publicly, knowing where I am now, I wouldn't do it differently. I have spoken to media outlets and can talk about my experiences publicly.

But if I were 21 now and had the option, I would consider claiming the prize anonymously, especially if it was a large prize. You never know what impact that would have on your life.

When you win the lottery, your whole world instantly turns upside down. I encourage people to play responsibly; it only takes one ticket for a chance, but anything is possible.

• The Hyundai Palisade SUV is a three-row family SUV that was updated with fresh looks in 2023.
• I was impressed by the Palisade's smooth driving experience, luxurious cabin, and tech features.
• The Hyundai Palisade in Calligraphy trim is one of the finest family SUVs I've ever experienced.

Hyundai introduced its flagship Palisade SUV in 2019, competing against rival three-row family SUVs from Honda, Toyota, and Nissan.

Since then, the Palisade and its corporate sister, the Kia Telluride, have been sales darlings that critics love.

Hyundai updated the Palisade in 2023 to help it remain competitive with newer offerings from Honda, Mazda, and Chevrolet. The update included revised styling, new convenience features, and updated tech.

The updates seem to have worked. Palisade sales jumped 8% in the US in 2023 compared to the prior year.

I recently spent a week driving a 2024 Hyundai Palisade in Calligraphy trim with all-wheel-drive around suburban Atlanta.

I was genuinely impressed by the premium look and feel of the Palisade. The big Hyundai also offers a great complement of tech and safety features.

The Palisade is available in six different flavors, with the base front-wheel-drive SE trim starting at $36,650. The lineup tops out with the all-wheel-drive Calligraphy Night edition at $53,850.

My fully loaded Hyundai Palisade Calligraphy AWD test car starts at $52,100. With fees, the Ulsan, South Korea-built SUV's as-tested price is $53,650.

The most noticeable update is the stylish chrome grille.

The updated grille work brings the flagship Palisade in line with Hyundai's new corporate aesthetic that debuted with the compact Tucson SUV's parametric jewel pattern grille.

The XRT and Calligraphy Night trims have their chrome grilles blacked out.

Like on the smaller Hyundai Tucson, the Palisade's headlights are on either side of the front grille.

The LED daytime running lights are located on the outside the round headlights.

When not activated, the turn signals above them blend in as part of the chrome grille.

The Palisade's rear-end received minimal changes.

The primary updates to the rear end include a redesigned bumper and relocated reverse lights.

The Palisade's maximum towing weight remains unchanged at 5,000 pounds when a hitch is installed.

The updated Palisade is half an inch longer than before, mostly due to the new front grille.

At 196.7 inches longer, the Palisade is about two inches longer than the Toyota Highlander and four inches shorter than the Honda Pilot.

The Palisade boasts 7.9 inches of minimal ground clearance, which is on par with the Toyota Highlander but falls behind the Subaru Ascent's 8.7 inches.

The only engine available on the Palisade is Hyundai's 3.8-liter, naturally aspirated Lambda II V6 engine.

The 3.8-liter V6, shared with the Kia Telluride, produces 291 horsepower and 262 lb-ft of torque. It's paired with an 8-speed automatic transmission.

The Palisade boasts Environmental Protection Agency fuel economy figures of 19 mpg city, 24 mpg highway, and 21 mpg in combined driving.

The quiet, smooth-revving V6 delivers competitive fuel economy for the segment, matching the Subaru Ascent's turbocharged four-cylinder and the Honda Pilot's 3.5-liter V6.

To help save fuel, the Palisade is equipped with the universally loathed automatic stop-start system. A button on the center console temporarily defeats the system, but it will reset after the vehicle is turned off. Fortunately, Hyundai's system is one of the less abrupt and intrusive systems I've encountered.

The Palisade puts that V6 power to the pavement through Hyundai's HTRAC all-wheel-drive system.

Hyundai Palisade is naturally a front-wheel-drive crossover SUV.

HTRAC is available as a $2,000 option on all trim levels except the top-of-the-line Calligraphy Night Edition, which gets it as a standard feature.

HTRAC operates in front-wheel-drive when cruising around but can send up to 50% of the engine's power to the back wheel when needed. At low speeds, the driver can activate an AWD Lock function that forces the system to send at least 20% of the power to the back wheels. This is useful for driving in poor road conditions or when driving off-road.

The driver can choose from five drive modes using a rotary dial on the center console.

The five modes are Snow, Eco, Comfort, Sport, and Smart.

I did not notice any appreciable performance and fuel economy difference when using the different give modes.

It's pleasant and refined to drive.

The 4,500-pound SUV handled winding mountain roads with relative ease. Steering was quick and more direct than expected for a vehicle in this segment.

The naturally aspirated V6, which makes most of its power higher up in the rev band, doesn't quite have the low-end grunt of a turbo or the instant torque of an electric-assisted hybrid. However, this minor shortcoming is only truly noticeable under hard acceleration.

According to Motor Trend, the AWD Palisade Calligraphy can sprint from 0 to 60 in a respectable 6.9 seconds.

But aggressive acceleration is not really what the Palisade is geared to do.

Smoothness is the name of the game here.

Hence, in most daily driving situations, the Palisade delivers effortless power and more than sufficient acceleration.

Honestly, in a segment that's increasingly moving toward turbocharged four-cylinders or hybrids, it's refreshing to experience a good old-fashioned V6.

The Palisade's cabin impressed as well.

The quiet, isolating cabin contributes to the Palisade's refined, smooth driving experience. Hyundai did a great job with cabin ergonomics with a sensible mix of touch controls and physical switchgear. There's also a variety of useful storage scattered throughout the cabin.

The interior's fit and finish are excellent.

The leathers, plastics, and soft-touch materials used in the cabin are exceptional, especially for a mass-market vehicle. The multi-color ambient lightning adds a little extra panache to the cabin, especially at night.

The Palisade Calligraphy also comes standard with noise-reducing acoustic side glass.

Instead of a single panoramic glass roof like those found in the Subaru Ascent or Honda Pilot, the Palisade has two individual sunroofs.

The smaller front sunroof opens, but the larger rear glass roof does not.

In front of the driver is a heated leather-wrapped steering wheel with paddle shifters and a 12.3-inch digital instrument display.

The configurable digital instrument cluster changes based on the drive mode the car is in or can be manually adjusted to suit the driver's taste.

The digital instrument display is also where the blind spot view monitor lives.

The system uses side mirror-mounted cameras to give the driver a live view of the vehicle's blind spot when the turn signal is activated.

Also, in front of the driver is a color head-up display.

The HUD can be configured to present various information, including speed, the status of the advanced cruise control, and the speed limit.

The leather-trimmed seats, exclusive to the Calligraphy trim, were soft and supportive.

The driver's seat's Ergo-Motion function uses self-adjusting inflatable air pockets to support the driver's posture and combat fatigue on long drives. When the Palisade is in Sport Mode, the air pockets inflate to provide additional lumbar support.

The top trim comes standard with heated and ventilated front seats.

The front dash is dominated by a 12.3-inch touchscreen.

The Palisade comes standard with a built-in navigation system that can receive updated maps remotely and a wifi hot spot.

It also comes standard with wired Apple CarPlay and Android Auto.

The Calligraphy trim comes with front, rear, and side cameras.

The cameras come together to provide the driver with a 360-degree view of the Palisade and its surroundings.

The Palisade's rearview mirror is equipped with a smart rear-vision camera display, which comes in handy when the cabin is loaded up with cargo.

The actual camera is located near the top of the rear window.

Right above the rearview mirror is a retractable panoramic mirror.

The panoramic mirror gives the driver a clear view of the action in the back of the vehicle. The Palisade also has a Passenger Talk feature that amplifies the driver's voice through the speakers in the rear cabin.

Atop the center console is a stand-alone, touch-sensitive climate control screen.

I really liked this setup. It's a prime example of finding the perfect balance between virtual touch controls and physical buttons.

Instead of a shift lever, the Palisade uses push button controls to put the vehicle into gear.

Hyundai's choice of a push-button shifter over a lever opens up the center console, giving the driver easier access to the drive mode selector and climate controls.

Open up the center console's sliding cover reveals a large story area.

The compartment is home to the Palisade's trick foldable cup holders that tuck away when not used. This is also where you'll find a wireless charger and the USB-A plug for Apple CarPlay.

A hidden storage area under the center console is perfect for bags or small purses.

The storage nook is also home to USB-C and 12V plugs.

There's also storage, a 12V plug, and a USB-C plug under the armrest.

I enjoyed the sound quality of the Palisade's surround sound system.

The 12-speaker Harmon Kardon system is standard on higher trims and available as an option on the SEL trim.

One of my favorite features is Quiet Mode, which limits the volume of the front speakers and mutes the speakers in the rear cabin, allowing its occupants to rest without disruption on a road trip.

All Palisades except the base SE trim come standard with captain's chairs.

The captain's chairs on the Calligraphy trim are equipped with folding "wing-out" headrests, similar to those found on airplane seats.

The Palisade's second-row offers an impressive 42.4 inches of legroom which is nearly four inches more than the Subaru Ascent and Toyota Highlander and about an inch and a half more than the Honda Pilot.

The Calligraphy's second-row seats are also heated and cooled.

The rear cabin climate and seat heat/ventilation controls are between the front seats.

There is also an AC power plug for laptops and a 12V plug.

Instead of its traditional location next to the climate controls, the second USB-C plugs are placed on the back of the front seats.

I'm still undecided as to whether this placement of the plugs is an improvement over their traditional spot.

The Palisade third-row bench seat has room for three.

The third row boasts 31.4 inches of legroom. It's roughly the same as the Subaru Ascent but trails the Honda Pilot by about an inch. However, the Palisade beats out the Toyota Highlander by about 3.5 inches.

As with most third rows in this vehicle class, it's best reserved for short trips around town or for children.

Fortunately for Palisade owners, the third-row seats have power recline and are heated. There are also two USB-C plugs back there.

The Palisade is equipped with Hyundai's smart hands-free tailgate.

The Palisade's liftgate triggers if you stand within 3 feet of the rear bumper for more than three seconds while possessing the key fob. This is a departure from rival systems that require the driver to swing their leg under the back bumper.

The feature is standard on all trim levels except the base SE.

Open up the liftgate, and you'll find a roomy cargo area.

The Palisade boasts 18 cubic feet of cargo space behind the third row. That's half a cubic foot smaller than the space in the Honda Pilot and three cubic feet smaller than the Kia Telluride. But two cubic feet larger than the Toyota Highlander.

There's also an additional underfloor storage area behind the third row.

The underfloor storage area is home to the Palisade's tool kit, wheel jack, and the access point for the spare tire located under the vehicle. It also offers a handy place to put items you want out of sight.

Here's the panel of buttons in the cargo area that fold away the second and third-row seats.

Unlike many of its competitors, the Palisade relies upon electric motors instead of manual latches or handles to get the job done.

The Palisade boasts 45.8 cubic feet of cargo room with the third row folded.

That's roughly the same as the Kia Telluride, but three cubic feet less than the Honda Pilot and Toyota Highlander.

In total, the Palisade boasts 86.4 cubic feet of cargo room behind the front seats.

This figure is about half a cubic foot less than the Telluride and Pilot but two cubic feet more than the Toyota Highlander.

The Palisade is equipped with a host of advanced safety features.

All Palisades come standard with blindspot collision warning, rear cross-traffic collision avoidance assist, rear occupant alert, rear park distance warning, forward collision avoidance assist, lane keeping assist, lane following assist, driver attention warning, trailer sway control, and highway driving assist.

The Calligraphy trim gets forward park distance warning, parking collision avoidance assist, and upgraded forward collision avoidance assist.

The verdict: It's one of the finest family SUVs I've ever driven.

I've long heard the praise consumers and the automotive media have heaped on the Palisade, but I hesitated to buy into the hype.

After all, it's incredibly rare for an automaker to get things this right on their first shot in a hyper-competitive segment where the margin between success and failure is razor-thin.

Boy was I wrong.

As a mass-market family SUV, the Palisade was impressive and massively punched above its weight.

Or in this case, its price tag.

For just over $50,000, Hyundai's Palisade Calligraphy delivered a degree of refinement, quality, and feature content that wouldn't feel out of place on one of its Genesis models.

• Chevy's latest launches will put EV aspirations to the test.
• The Silverado EV is a late entry to the electric pickup truck market.
• The Equinox EV is solid, but might not win up against a hybrid.

Chevy's electric aspirations are about to meet their toughest test yet with the launch of the Silverado EV and the Equinox EV.

The GM sub-brand is pressing forward with its launches this year despite a slowdown in EV adoption — a risk the brand's chief marketing officer says could pay off.

CMO Steve Majoros's argument: Chevrolet is in a sweet spot for a new crop of practical EV shoppers who want to buy from legacy brands instead of startups or Tesla.

EVs are also nothing new for Chevrolet. The bowtie brand has been General Motors' electric poster child since the launch of the plug-in hybrid Chevy Volt more than a decade ago. Chevy is taking its biggest swing yet this year, launching all-electric versions of its stalwart Silverado pickup truck and Equinox crossover.

Along with these vehicle launches, GM's Ultium brand is selling a new lineup of home charging solutions designed to help residential EV drivers get the most out of their electric cars.

All of this adds up to the security that today's EV shopper is looking for, Majoros told me in an interview.

"To really appeal to that psychology and to those kinds of customers, you've got to reassure them," he said.

But after a day with both of these new electric cars and some of Chevrolet's executive team last month, it's still not clear to me if all of this is enough to convince today's green car shopper to go all-in on EVs the way the brand has.

Silverado EV is late to the party

The electric Silverado is a somewhat late entry to the electric pickup truck market, trailing behind crosstown rival Ford's F-150 Lightning launched in 2022 as well as Rivian's R1T and even Tesla's long-delayed Cybertruck.

While Chevrolet is optimistic about the truck's chances — and took advantage of its late arrival to achieve some classic truck market one-upmanship — the critical electric Silverado may be arriving at the worst time.

In addition to an overall slowdown in the rate of EV sales growth that has thrown car companies for a loop in the past year, the electric Silverado adds to a fleet of big, expensive electric SUVs out of Detroit that buyers aren't all that excited about.

The RST First Edition Silverado EV, which is on sale now, goes for $94,500. More affordable work trucks are on the way, Chevrolet says.

My time behind the wheel of the truck didn't sell me on the vehicle, as it seems more aimed at the typical truck buyer (that's not me).

Equinox EV is a step in the right direction, but can it beat a hybrid?

The Equinox EV's size and price are a better fit for today's electric car shopper. It's clearly designed to be a Tesla fighter, with some design nods to Elon Musk's brand like flush mechanical door handles.

I enjoyed my time behind the wheel of the Equinox EV, which I found to be a solid addition to the electric crossover market. Of the two electric Chevys I drove last month, it's the one I'd be more likely to put in my own driveway.

The price is right too, starting at $43,295. A more affordable LT trim, starting at $34,995, will be available for order later in the year, Chevy says.

But when placed up against a hybrid, which GM doesn't sell in the US yet, shoppers might not be convinced.

Hybrids are more popular than ever right now as the rate of EV sales growth slows. A more practical and frugal group of green-car shoppers is more interested in hybrids — which tend to be slightly less expensive than EVs and come in plug-in varieties or with hybrid engines that don't need to be hooked up to a charger at all.

While GM reversed its plans to skip hybrids in the US market earlier this year, it's still not clear when these cars will arrive. That could be bad news for Chevy dealers and Equinox EV, which might lose out in a comparison with Ford's or Toyota's hybrids.

• Moments after his verdict, a court clerk gave Trump a "Court Order for Investigation and Report." 
• The form directs Trump to "Report immediately to the department of probation."
• If he does go, he'll submit to an interview called a "pre-sentence investigation of the defendant."

Moments after those 34 "guilties" rolled in on Thursday — making him the first former president convicted of a felony — Donald Trump was handed two copies of a standard New York City Department of Probation form.

Titled "Court Order for Investigation and Report," it would have been quickly filled out by the judge's clerk with Trump's name, address, and the trial results, according to attorneys and court staff familiar with such documents.

And according to a copy of the standard form obtained by Business Insider, the bottom would read in all capital letters, "The defendant/respondent is instructed to report immediately to the department of probation" on the courthouse's 10th floor.

There, in a time-worn office just down the hall from the NYPD's Sex Offender Monitoring Unit, newly-minted criminals schedule and then sit for what's known as a "pre-sentence investigation."

Conducted by a city probation officer, these brief interviews are then memorialized in a "pre-sentencing report" — also known as a "probation report" — that both sides and the judge see shortly before the sentencing.

Pre-sentencing reports include input from prosecutors and make a recommendation to the judge for what punishment — including jail, probation, fines, and community service — would be appropriate.

This is what state Supreme Court Justice Juan Merchan was referring to on Thursday when, after taking Trump's verdict and dismissing the jurors with his thanks, he announced to the crowded courtroom, "We will order a probation report."

"Mr. Blanche," the judge then added, as Trump remained seated at the defense table with attorneys Todd Blanche, Susan Necheles, and Emil Bove.

"The clerk of the court will give you instructions on how to go about scheduling that probation interview and getting that probation report," the judge said. Then, he set a July 11 sentencing date.

"Mr. Trump remains ROR'd" — released on his own recognizance, meaning without bail — the judge added.

This became the final utterance in the 5,000-page trial transcript, which does not record any conversation that followed between Trump and the clerk who handed him his "Court order for investigation and report" form.

A pre-sentencing interview is not mandatory under state criminal procedure law.

Trump and his entourage of attorneys and Secret Service did not, in fact, then "immediately" march four floors down from Merchan's 15th-floor courtroom to probation, according to multiple court sources, who spoke to Business Insider Friday on condition of anonymity because they are not authorized to give media interviews.

Trump's lawyers can simply call probation on the phone to schedule the interview, said Diana Florence, who served for 30 years as a white-collar crime prosecutor in the Manhattan District Attorney's Office.

"I think a privilege of being a former president is that you can get any appointment you want," said Florence, now in private practice.

But the interview itself cannot be done over the phone, said Florence and other attorneys who spoke to BI. "One thousand percent, it has to happen in person, just like the trial and sentencing has to be done in person," she said.

Unless it doesn't happen at all.

"I've had many clients just refuse to be interviewed," said veteran Manhattan defense lawyer Ron Kuby.

Kuby was one of two attorneys who noted to BI that the state criminal procedure law requires the judge to order a pre-sentencing report, but does not require that the defendant participate in the process.

"Most first-time, white-collar criminals are so utterly shocked by their conviction and so completely terrified as to what comes next, that they will crawl to the probation offices and begin the process of begging for mercy," joked Kuby.

But Trump won't do a penitent probation interview — or any at all, Kuby predicted. "There's no benefit for him," he said.

"If he wants to show remorse, then certainly the probation report is a good place to start doing that," he added. "But Donald Trump has not shown remorse and insists everybody else are the wrongdoers."

Still, by not cooperating, Trump would lose his chance to plead his case for leniency and run the very high risk of angering the judge.

Merchan would see it as Trump's latest nose-thumb at the criminal justice system, said Angel Rodriguez, founder of Avenues for Justice, a program that advocates for young people facing incarceration. Rodriguez said he has helped thousands of clients through the pre-sentencing process.

"It would piss the judge off to no end," Rodriguez predicted of Trump failing to submit to a pre-sentencing investigation, especially given his history of gag order violations and disruptive courtroom behavior.

If he does do a pre-sentencing interview…

If he does submit to a pre-sentencing interview in the next month or so, Trump would not have an attorney with him as he sits face-to-face with a probation officer, said Arnold Levine, a longtime public defender with the Legal Aid Society of New York's Homicide Defense Task Force.

If Trump were just another defendant, the interview would take place on the 10th floor of the same Lower Manhattan courthouse where he stood trial for a month and a half.

He'd sit beforehand in a waiting room with other probationers. But given Trump's unique security needs, other accommodations — including an off-site or video interview — are always a possibility.

It's not a long interview, said Levine and others. During the first part of the interview, Trump would be asked for standard, so-called "pedigree" information — name, aliases, address, profession, marital status, that kind of thing.

He'd also be asked if he has any health, substance abuse, or domestic violence issues and whether he owns a firearm.

During the rest of the interview, Trump would be offered the chance to speak about his conviction and make a plea for leniency.

"It's perfectly fine to say the matter is on appeal, and I maintain my innocence," Florence said. "What's not fine is to say the judge is corrupt and the jury is corrupt, and the witnesses must die," she joked.

What does a probation report look like?

"I've seen hundreds of probation reports," said Florence, the former Manhattan white-collar crime prosecutor.

"They kind of look like almost a passport application, white with black lines, all typed," she said, guestimating that Trump's would run about five to seven pages long.

"It would be a narrative that would say something like, 'based on the facts and circumstances, we recommend a sentence of at least one to three years,' or maybe a split jail-probation sentence, or straight probation, or community service," she said, ticking off the possibilities that await the former president.

It's possible that Trump, his lawyers, the prosecutors, and even the judge would not get their copies in advance.

"Generally speaking, they'll all be flipping through it at the defense and the prosecution tables right before the sentencing," Florence said.

An attorney for Trump did not respond to a request for comment.

• Houthi rebels say they downed a US MQ-9 Reaper drone in Yemen, the third lost in May, AP reported.
• The Houthis have been targeting ships in the Red Sea corridor to pressure Israel and the West.
• Debates continue over the MQ-9's cost, efficiency, and vulnerability in contested airspaces.

Another US MQ-9 Reaper drone came down in Yemen, images appear to show, marking the third loss during the conflict with Houthi rebels in the last month, an Associated Press report said.

Houthis have been targeting ships in the Red Sea corridor with missiles and drones as part of a campaign that aims to put pressure on Israel and the West over the war in Gaza. A US Navy carrier strike group and warships from European nations have defended the key shipping lanes.

Footage released by the rebels appeared to show the Reaper drone virtually intact in a desert with no identifiable marks, the Associated Press said.

The military affairs website, Army Recognition, said the Reaper's GPS might have been hijacked.

Houthi spokesman Yahya Saree claimed his fighters shot dow the US Reaper drone in northern Yemen.

"The drone was downed with a locally made surface-to-air missile while carrying out hostile missions in the skies of Marib province," he said in a statement. "This drone is the sixth of its kind to be downed during the Promised Victory and the Holy Jihad in support and backing of the Palestinian people," he said.

AP said it was the third report of a downing of an expensive Reaper drone in the last month.

Business Insider could not independently verify the reports, and the US Department of Defense did not immediately respond to a request for comment from BI.

A Defense Department spokesperson, speaking under the condition of anonymity to AP, denied that the US military had not lost a drone. The news agency also approached the CIA regarding the downing of the Reaper drone, but it declined to comment.

Debates over the Reaper drone's cost and efficiency

The MQ-9 Reaper is an unmanned aerial vehicle developed by General Atomics Aeronautical Systems (GA-ASI) for use primarily by the United States Air Force. The UK has also been supplied with the drone.

According to the GA-ASI website, the Reaper drone "has an endurance of over 27 hours, speeds of 240 KTAS, can operate up to 50,000 feet, and has a 3,850-pound payload capacity."

Each unit costs around $30 million. By comparison, the war in Ukraine has shown how military forces can use large quantities of low-tech, cheap drones rather than relying on a few highly expensive ones.

Many of the drone components and explosive warheads used in Ukraine can be purchased and compiled for as little as $500, according to Reuters.

Brandon Tseng, the president of drone and software firm Shield AI, criticized the Reaper drone before the recent string of downings by Houthis as "too expensive and too slow to regenerate to continue operating within range of surface-to-air missiles."

"MQ-9 is a great aircraft, I've used it. But for the future fight, its role needs to be re-defined to quarterbacking intelligent teams of attritable aircraft," he wrote on LinkedIn.

According to Dr Liam Collins, founding director of the Modern War Institute at West Point and defense advisor to Ukraine from 2016 to 2018, the MQ-9 was "designed in an era in which US air supremacy was assumed.

"The United States designed these platforms to maximize their ability to loiter while carrying a limited payload," he wrote.

"They did not have to invest in building an aircraft capable of conducting evasive maneuvers because such maneuvers were not necessary.

"The MQ-9 Reaper may not be survivable in an environment characterized by large-scale combat operations."

Collins' comments came in response to a March 2023 incident in which a Russian fighter jet forced down a MQ-9 Reaper drone over the Black Sea after initially damaging its propeller.

In 2021, the Air Force sought to curtail procurement of the drone in the fiscal 2022 budget.

• Sam Salem made up Gen Z slang words to prank his students.
• But the words caught on and have now gained traction outside the classroom.
• Even NBA star Bradley Beal has used Salem's invented slang.

Gen Z is constantly mixing things up. From fashion to music, they have taken the trends of past generations and made them new again.

They have even reinvented language.

Trying to decipher Gen Z slang has become a daily thing on TikTok and Instagram.

Words and phrases like "rizz," "skibidi rizz," "bussin," "do it for the plot," and "gyat" are frequently used in the day-to-day vernacular. To the outside listener, a conversation among Gen Zers could sound like a bunch of made-up words.

Now, Sam Salem, a millennial high school teacher and comedian is getting in on the fun. Salem is inventing Gen Z-sounding slang words meant as a gentle ribbing toward his Gen Z students. But some of those words have gone viral on TikTok, entering the wider vernacular.

"I think every teacher and everybody who's been around teenagers has had that moment where you hear the new slang words that the youth are using, and you're like, what is going on here?" Salem told Business Insider.

Salem started a series on his Instagram page called "Gaslighting my students with made up slang words." So far he has posted seven videos introducing invented words like "pebbles," "parked," and "Getty."

His first video got over 765,000 likes, 9,000 comments, and 383,000 shares. He comes up with the words on his own or through suggestions from followers, and then he gets creative with definitions to introduce them to his students.

"One of the most fun parts about being a teacher is the students think, 'Wow, they're so lame for trying to be relevant.' It's like, no, we're purposely being lame to kind of get that reaction out of you," Salem said.

The new slang is actually catching on

What began as a personal joke shared between Salem and his followers is now catching on outside the schools where he teaches.

On ESPN's SportsCenter, anchors have used Salem's words in their broadcasts. Even NBA star Bradley Beal used "pebbles" — which means "easy" — during a press conference.

"I never thought it was gonna be something that actually caught on with students," Salem said.

Teaching a variety of middle school and high school kids throughout Los Angeles, Salem interacts with a diverse group of students. While he might not always look like his students or have the same socioeconomic background, his goal is to make them laugh and build community.

"The reason I got into teaching was my biggest passion in life is building community," Salem said. "And I think it's cool to be able to build a community via social media and then live experiences as well with standup."

Here's the full list of Salem's fake Gen Z slang

Comma: Tell me more

Euro: I'm not going to let whatever's in my way stop me

Dairy: Basic

Clip/Clipped: Positive thing/connotation

Mute: Substitute for lowkey or in the low

Feta: Negative connotation, falls apart easily

Parked: Boring, done, over

Pebbles: Easy

Terk: Bestie/best friends

Sparse: Opposite of ate/not cool

Getty: Work of art/ beautiful

Oozing: Doing too much

Swirled: Mixed up/hot and cold

Nabs: Not AnyBody's Somebody

Remy: It shouldn't go together, but it does

Rug: Similar to cap, you don't believe it. but derives from the word struggling

Costco: Built differently or has everything

Jar: If someone is saying something embarrassing or a secret

Scroll: If someone is talking about something you are uninterested in or don't want to talk about

Fluttered: When someone is so excited about something in a constant manner and it makes you annoyed and hate said thing

iPad: used to call someone socially awkward

• "We will not stop at that (three carriers)," India's defense minister recently said.
• Five or six aircraft carriers would give India a force equal to that of China.
• "Unfortunately, the country lacks the funding for a large carrier," an analyst told BI.

India may build a fleet of five to six new aircraft carriers, according to a comment from the country's defense minister that's been widely debated about whether that's a good strategy or if the offhand remark was even serious.

The Indian Navy operates two small aircraft carriers. Four more would give India a carrier force on par with China's growing one. And it would not be much smaller — at least in number of vessels — than the US Navy's 11 supercarriers.

But whether this ambitious shipbuilding project will happen is another matter. Many Indian experts are convinced it's a bad idea.

Exactly what the Indian government is thinking isn't clear. During an interview with an Indian newspaper regarding plans to construct a third aircraft carrier, Defense Minister Rajnath Singh said India would build yet more. "We will not stop at that (three carriers)," he said. "We will make five, six more."

Some Indian experts aren't sure the government is even serious about this. The defense minister "seemingly made an off-the-cuff remark that was picked up by the media," Abhijit Singh, a former Indian naval officer and now an analyst at the Observer Research Foundation think tank in New Delhi, told Business Insider. "He was only trying to dispel suggestions that the government is resistant to a proposal for a third aircraft carrier."

Nonetheless, there are compelling reasons why India might want a large carrier fleet. India's rival China now has three carriers, including the newly launched 80,000-ton Fujian, and may aim for a fleet of six carriers by 2035. China — which fought border clashes with India in the Himalayas in 2020 — is beginning to project its power into the Indian Ocean, which is India's maritime backyard.

"It is expected that the Chinese will permanently station one of its CBGs [carrier battle groups] in the Indian Ocean, supported by its various bases in Djibouti (on the western edge of the Indian Ocean), Ream in Cambodia (on the eastern edge of the Indian Ocean), and Gwadar in Pakistan, Hambantota in Sri Lanka, and Kyaukpyu in Myanmar," warned India's Swarajya magazine.

Interestingly, Swarajya magazine also suggested that carriers could project Indian power into the South China Sea, which is China's maritime backyard. Indian warships have periodically sailed in those waters.

India has two carriers of around 45,000 tons each: the Vikramaditya (a refurbished former Soviet vessel) and the Vikrant, India's first home-built carrier. Both are ski-jump designs that launch the troubled Soviet-era MiG-29K under its own power because it lacks catapults. Despite early speculation that the proposed third carrier would be a 65,000-ton ski-jump design similar to Britain's Queen Elizabeth-class, the Indian government appears to be opting for a 45,000-ton vessel similar to the Vikrant, and carrying French-made Rafale fighters.

This means that Indian carriers would continue to be less than half the size of the 100,000-ton, nuclear-powered US Nimitz- and Ford-class behemoths, which are equipped with steam or electromagnetic catapults that can launch heavier planes, especially airborne early warning aircraft; China's Fujian also uses an advanced electromagnetic catapult. They would also be less expensive, with the third Indian carrier estimated at around $5 billion, compared to $13 billion for a Ford-class carrier.

In fact, some Indian naval experts would prefer a larger carrier equipped with catapults. "Small aircraft carriers, like those India possesses, are increasingly vulnerable and unlikely to play a significant role in future conflicts," Singh, the defense analyst, said. "Unfortunately, the country lacks the funding for a large carrier and can only afford another small flattop. This presents a predicament with no easy solutions."

On the other hand, there is a reason why America builds enormously expensive aircraft carriers. Its global interests arguably require the ability to dispatch and maintain floating airfields around the world, often in distant places where airbases aren't available. For India and China, which have a more regional focus, smaller vessels may suffice.

For India, carriers are more than floating airfields. They are symbols of national power. Thus regardless of their military utility against a powerful adversary like China, carriers would enable India support other operations, such as humanitarian, peacekeeping and anti-piracy missions.

"The consensus among India's maritime observers is that the aircraft carrier remains central to maritime strategy, not just for its ability to dominate the littoral but also for its crucial peacetime role," said Abhijit Singh. "In less-than-war situations, the flattop can shift the psychological balance in ways no other naval platform can. Despite its drawbacks, the aircraft carrier's aura and impact in peacetime operations are unmatched."

Michael Peck is a defense writer whose work has appeared in Forbes, Defense News, Foreign Policy magazine, and other publications. He holds an MA in political science from Rutgers Univ. Follow him on Twitter and LinkedIn.

• Three people who've earned $100,000 annually said it reduced stress but wasn't life-changing.
• Higher incomes allowed them to focus on personal growth, relationships, and financial security.
• Despite the rising costs of food, housing, cars, and childcare, a $100,000 income remains impactful.

When Joshua first earned a $100,000 salary about five years ago, it didn't impact his lifestyle much.

"I wasn't able to splurge or to afford luxurious things," the 30-year-old fintech professional, who's based in Georgia, told Business Insider via email.

But increasing his income to that level did do one important thing: It helped him worry much less about his finances. Joshua said the boost to his financial security also made his relationships with his friends and family more comfortable.

"There was no longer the strain of borrowing and paying back money, no longer going out to eat to get a quick meal and being anxious about if I could foot the bill," he said.

A $100,000-a-year salary doesn't go as far as it used to in an economy where the rising costs of food, housing, cars, childcare, and other expenses are weighing on people's finances. Last year, Americans said they'd need to earn $233,000 a year to feel financially secure and $483,000 to feel rich, according to a Bankrate survey conducted in June 2023. What's more, a survey conducted by the New York Fed in March found that the average reservation wage for Americans with a college degree — the lowest annual wage they'd be willing to accept for a new job — rose to a high of about $99,000.

However, for many Americans, reaching a six-figure income could still have a significant impact on their finances and well-being. As of March, the average annual salary for full-time workers was about $84,000, according to a New York Fed survey.

Business Insider asked three people who've made over $100,000 a year how becoming a six-figure-earner did — and didn't — change their lives and relationships. While it didn't make them feel rich, they said it reduced their financial-related stress by several notches. BI has verified their earnings.

Having money allows you to focus more on other things you care about

Cole H. Mattes made his first $100,000 in 2020 by selling thermometers on eBay, he told Business Insider via email. Last year, the 24-year-old entrepreneur, who's based in California, took home $250,000 as the owner and founder of the public relations agency Monarch Media.

Mattes said that making six figures "isn't really all that life-changing" but that the extra income has had two big benefits.

First, it's allowed him to worry much less about his finances and concentrate on other areas of his life.

"You start to focus on things that really matter, like traveling, dating, and cultivating important relationships," he said. "Once you no longer have to focus on hustling to pay for rent and other basic necessities, because you are no longer financially burdened, that is when life really starts because you can focus on the amazing things life has to offer."

Second, he said having money has opened doors for him in the business world.

"Successful people do business with other successful people," he said. "Money provides status, and that is the real value you get by becoming rich — not a new pair of jeans."

However, Mattes said that making more money can sometimes negatively impact relationships.

"When you become successful, you will lose friends and family who become jealous of your income," Mattes said. "Losing people might be hard, but it should really be looked at positively because those types of people don't want the best for you."

To be sure, while a $100,000 salary wouldn't be enough to put a person in the top 1% of their state's earners, it could be the difference between a financially vulnerable lifestyle and a secure one.

At least 32% of the population of every US state qualifies as an ALICE — asset limited, income constrained, employed — according to data from the nonprofit organization United Way. ALICEs are Americans who are struggling to pay the bills but make too much money to qualify for government assistance like food stamps.

For many of these people, a $100,000 salary could, in fact, be life-changing.

It can take years for the impacts of a six-figure income to be fully felt

For Maksim Sonin, a 38-year-old who said he first made $100,000 in 2017, crossing the six-figure threshold didn't feel particularly impactful because his income had grown steadily over time, he told Business Insider via email.

However, as Sonin's income rose well into the six-figures — he made over $200,000 in 2022 working in the oil and gas industry abroad — he said the benefits of his higher income have become more noticeable. He said it's allowed him to help pay for his brother's education, strengthen his finances, and enroll in graduate school — he's currently pursuing a master's degree at Stanford University.

While he's grateful for the perks and financial security that a higher income has provided, he said he wants to ensure that his children remain humble.

"They don't care much, nor are they even aware of how much money I began to earn after that pivotal $100,000 mark," he said.

Staying humble is something Joshua has focused on as well. Given he didn't grow up around a lot of money, he said learning how to wisely use his extra income has been a work in progress. While he's increased his discretionary spending a bit, he said he's put a lot of his extra income toward investments and side hustles.

Joshua, who made about $150,000 in 2023, said reaching six figures several years ago was a significant milestone, but that it took time for the benefits of his higher income to be fully realized.

"It was the consistency of earning over $100,000 that positioned me to be financially secure," he said.

Are you making over $100,000 a year? Are you willing to share your story and the impact this income has had on your life? If so, contact this reporter at jzinkula@businessinsider.com.

• Researchers say Canadian super pigs, a cross of between domestic pigs and wild boars, could invade the US.
• They can withstand more cold than wild hogs, which already cause billions in damage in the South.
• Areas of four northern US states are the most likely to be invaded by super pigs, a new study found.

Researchers have warned that Canadian "super pigs" could soon invade the US, potentially causing millions of dollars in damage — and four states in particular are especially at risk.

The so-called super pigs are a cross between a domestic pig and an Eurasian wild boar, brought to Canada in the 1980s as a new exotic pork product. Farmers eventually bred the two types of swine to make pigs that were larger, more prolific, and could withstand cold Canadian winters.

But when the boar market collapsed in 2001, many of the pigs were let loose, leaving the wild, super-charged pigs to proliferate. Today, they are common in Alberta, Saskatchewan, and Manitoba and have been documented in most Canadian provinces.

"They are the worst invasive large mammal on the planet. Period," Ryan Brook, a wildlife researcher and professor at the University of Saskatchewan who has studied the pigs for over a decade, told Business Insider last year.

A study published this month in the journal Biological Invasions found that northeastern Montana, North Dakota, South Dakota, and western parts of Minnesota are the areas in the US most vulnerable to super pig occupation.

The researchers used data from GPS collars on feral pigs to follow their movement patterns and determine their invasion potential. They found the pigs were mostly located in forests, fields of crops, and wetlands. The pigs' apparent preferences and the opportunities for habitat connectivity indicate those areas of the northern US have "a high potential for invasive wild pigs" to move throughout them, the study said.

"Our work highlights a need for monitoring and science-based response strategies for likely southward spread of this invasive species to prevent or reduce potential crop damage, risks to native species, and disease transmission to humans, pets, livestock, and wildlife," the researchers wrote.

Brook called the super pigs an "environmental train wreck." They can grow to over 600 pounds and eat just about anything, preying on native species like frogs and salamanders, the eggs of ground-nesting birds like ducks and geese, and even white-tailed deer. They destroy agricultural crops, especially corn, by eating them or tearing up the ground to access plant roots and insect larvae. They also carry diseases that can infect animals and people.

The resulting destruction adds up. According to USDA estimates, feral pigs already cause $2.5 billion worth of damage to US agriculture annually.

Those pigs, located in California and throughout the South, primarily Texas and Florida, are confined to warmer climates. They're the descendants of pigs first brought to the Americas in the 1500s by Europeans as a food source and later escaped or were set loose. Feral swine in the US today includes domestic pigs, wild boar, and even crossbreeds between the two, but they are not adapted to colder temperatures.

If the Canadian super pigs can establish populations in the northern US, farmers in colder climates, like the Dakotas, Montana, and Minnesota, could soon be terrorized by feral swine, too.

Both Canada and the US have struggled to control their feral pig populations.

"Eliminating or exterminating pigs is not an option in most of their US territory. Limiting the damage to crops, ecosystems, and native species is the best course of action," according to USDA Forest Service researcher John Kilgo, who studies wild pigs in South Carolina.

Hunting, a common wildlife-management tool in the US, has been proposed as a solution, but Brooks said the super pigs reproduce too quickly for hunting to keep up and that they also adapt quickly and become more elusive.

So, regardless of what you've heard, it's unlikely you can shoot your way out of a super pig invasion.

Digital transformations have made an appreciable impact on society. Whether it's conspicuous guidance or subtle suggestion, technology influences our everyday decisions. Think about it: You landed on this very page because an algorithm willed it — via a social platform, a search result, or some other digital conduit.

Digital transformations have made an appreciable impact on society. Whether it's conspicuous guidance or subtle suggestion, technology influences our everyday decisions. Think about it: You landed on this very page because an algorithm willed it — via a social platform, a search result, or some other digital conduit.

This extensive development of information technology has disrupted just about every industry you can think of. It's gaining even more momentum with the help of innovations such as artificial intelligence, cloud tech, extended reality, and additive manufacturing.

Business Insider's ongoing series "Build IT" takes a deep dive into the technologies that are driving change across sectors, including banking, farming, fashion, music, sports, and more.

Read the stories ahead to learn how experts are using tech tools to improve companies of all sizes and create a world where IT and digital innovations have resounding authority.

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