• Last year, my son decided not to come home from college for Thanksgiving.
• This year, he's staying on campus again because finals are too close.
• I'm not mad because my husband and I now fly out to California to visit him for Thanksgiving.

This is my son's sophomore year at a university more than 1,000 miles from our home. While it was initially a tough transition to send our only child away, the empty nest pangs are not nearly as bad now. I only misted up a tad during drop-off this August, instead choosing to focus on how happy he is — and on all of his academic and personal growth.

Maybe that's why I didn't mind much when my son told me he didn't want to come home for Thanksgiving last year — and when he told me he wanted to skip the holiday again this year.

His decision actually makes perfect sense and gave our family an opportunity to try something new.

Growing up, my son enjoyed traditional family Thanksgivings

When he was younger, our Thanksgivings looked exactly as one might expect. Our extended family held massive dinners to mark the holiday, with turkey, ham, and every imaginable trimming.

It was a time he got to connect with his cousins, aunts, uncles, and grandparents. We never missed one of those special celebrations. From extended post-dinner board games to turkey trot jogs and touch football games when the weather permitted, we had a lot of fun.

I know our son made special and strong memories during those yearly feasts and play sessions centered on giving thanks.

As a freshman, he had to make adjustments to Thanksgiving

During his freshman year, my son balanced his newfound independence with a larger, more difficult class load than he'd ever had in high school. With finals right around the corner, he was feeling the stress and knew he needed to buckle down. I understood that school is now his priority.

He was the one to first float the idea of staying on campus for the Thanksgiving break, instead of packing up and coming home for such a short amount of time.

Instead of being upset, my husband and I appreciated his rationale. Everything else that year had been turned upside-down because of his college departure. Why not shake up Thanksgiving, too?

His dad and I immediately bought our plane tickets, booked a hotel room near our son's campus, and prepared to hit the road for the holiday. We would still be together for Thanksgiving, but it would just be our little family of three.

When we explained to our son's grandparents, aunts, and uncles that we wouldn't be attending the big family bash, they were a little disappointed at first. Ultimately, they understood and respected our decision. After all, they'd see him just a few weeks later. We assured them the winter break was non-negotiable: He would absolutely be home for Christmas.

We had Thanksgiving in California for the first time last year

We packed our bags and traded the Midwestern chill for SoCal's palm trees and balmy weather.

We spent as much time with our son as we could during the long weekend, and had a lovely time on campus, the nearby beach, and exploring the area's hotspots. It was a perfect gathering, just right for the three of us.

Truth be told, the relative peace of our alternative celebration was a striking contrast to the hustle and bustle, and yes, the pressure of Thanksgivings past. It was also a sunshine-filled breather before the craziness of December back home.

We're all in on our non-traditional Thanksgiving for the second year

My husband and I head out to the West Coast on Thursday morning. We'll land, check in, pick up our kid, and might hit In-N-Out for a no-frills, no-fuss dinner that evening.

As for the rest of the weekend? We'll just go with the flow and see where it takes us. It doesn't have to look a certain way. It doesn't have to be perfect. We don't have to be anywhere at any definite time. There's something quite freeing about all of that.

Would this arrangement work for everyone? Probably not. For some, skipping town for Thanksgiving might cause deep hurt or resentment, as I know full well, family dynamics are quite different for each individual. Fortunately, this option has turned out to be better than we imagined, and I'm more than OK with it. I'm grateful for it.

• Russia added rear-view cameras to some of its Shahed-type drones to see Ukrainian interceptors.
• Interceptor drones, which chase Russian drones, have become one of Ukraine's top defensive tools.
• A senior Ukrainian defense official said that Russia has been modifying its Shaheds.

Russia has been adding rear-view cameras to some of its Shahed-type drones, allowing operators to see Ukrainian interceptors approaching from behind and take evasive action, a senior defense official told Business Insider.

Lt. Col. Yurii Myronenko, Ukraine's deputy minister of defense for innovation, said Russia is "constantly testing" new deep-strike weapons, including modifying its Shahed-type drones and fielding new models.

"Some Shaheds have already been equipped with rear-view cameras to detect and respond to our interceptors," said Myronenko, a former drone unit commander.

Ukrainian forces have previously discovered rear-facing cameras on Russian decoy and reconnaissance drones. The comments from Myronenko underscore how Moscow is continuing to adapt to one of Kyiv's newest — and most-sought-after — air defense tools: interceptor drones.

Russia has been investing heavily in its drone operations over the past year. Its defense industry is producing thousands of drones modeled after the notorious Iranian-designed Shahed every month, and Moscow routinely launches hundreds of them at Ukraine in nighttime attacks.

Facing a worsening threat situation, Ukraine has turned to interceptor drones as a solution. The drones, designed to be low-cost, are made to hunt the cheap Shaheds, which carry an explosive warhead that can be highly destructive if it reaches its target, often in civilian areas.

Interceptor drones have eased the burden carried by Ukraine's other air defenses, and Kyiv is now producing hundreds a day. Meanwhile, NATO militaries and some Western companies have been eyeing the technology as an opportunity for investment.

Western forces have also taken note of the Russian camera additions. US Army Sgt. Riley Hiner told Business Insider at a NATO event in Poland last week that Moscow has equipped its Shaheds with thermal seekers on the rear, allowing them to detect interceptor drones approaching from behind.

"Sometimes they'll maneuver," said Hiner, who has been involved in training NATO forces to use an interceptor drone that has logged extensive combat experience in Ukraine. It's now being deployed to Poland and Romania following a string of Russian airspace violations in September.

When the threats maneuver, interceptor drone pilots have to adjust their speed and course, Hiner said.

The deployment of interceptor drones and Russia's subsequent installation of cameras is a clear demonstration of what officials have described as a cycle of action and reaction in Ukraine, where one side develops a capability, and the other side learns to counter it. A common phenomenon in war, this cycle is progressing very rapidly in Ukraine.

"Technological warfare is a cat-and-mouse game," Myronenko shared of the situation in Ukraine today. "Each new technology grants one side an advantage for a certain period — typically three to four months — until the other side develops a countermeasure."

For instance, he said, the Shahed drones that Russia used earlier in the war were equipped with a four-channel antenna. Ukraine quickly learned to jam them with electronic warfare, so Moscow adapted. Now, Shaheds fly with a 16-channel antenna.

"This game continues nonstop," Myronenko said.

The cat-and-mouse cycle of action and reaction, evolution and response, has extended well beyond the Shaheds to other weapons and areas of the battlefield.

Earlier in this war, the small first-person-view (FPV) quadcopter drones were exclusively controlled by radio frequencies. Eventually, both sides learned how to use electronic warfare to jam the drones, rendering them less effective.

Now, Ukraine and Russia are increasingly relying on long spools of fiber-optic cables to connect operators to their FPV drones. This technology is jam-resistant, making the drones far more dangerous on the battlefield.

Meanwhile, in the Black Sea, Ukraine built naval drones to attack Russian ships. When Moscow responded to the growing threat to its warships by increasing air patrols over the waterway, Kyiv gave its drone boats surface-to-air missile launchers to threaten the Russian jets and helicopters. It's a constant cycle of innovation.

• Elon Musk said Tesla's robotaxi fleet in Austin should roughly double by next month.
• Tesla fans have complained about long wait times and high demand, with one calling the service "essentially unusable."
• Musk said last month that Tesla aims to have 500 robotaxis on the road in Austin by the end of the year.

Elon Musk says Tesla is hitting the accelerator on its robotaxi rollout in Austin.

The billionaire wrote in a post on X late on Tuesday that Tesla aims to "roughly double" the size of its robotaxi fleet in Austin next month, after some fans complained that soaring demand from new users had left the service almost unusable.

It comes as Tesla races to expand its robotaxi operations and meet Musk's ambitious timelines.

The Tesla CEO told investors last month that he wants self-driving taxis on the road in eight to 10 US metro areas by the end of the year.

Tesla launched its robotaxi service in Austin in June and opened a ride-hailing operation in San Francisco a month later.

The company's vehicles in Austin have human safety monitors in the passenger seat, while regulatory hurdles mean Tesla's Bay Area service operates with drivers ready to take the wheel.

Speaking on the "All-In" podcast last month, Musk said that Tesla would aim to increase its robotaxi fleet size to 500 cars in Austin and 1,000 in the Bay Area by the end of the year.

Tesla has not disclosed how many robotaxis it has on the road in Austin right now. A community tracker run by Austin-based robotaxi watcher Ethan McKenna estimates that the company has around 29 distinct vehicles serving autonomous rides in the city.

Earlier this month, Tesla removed its waitlist for the robotaxi app and fully opened the service to the public. Since then, a number of Tesla fans have complained on X about increased wait times and shortages of available vehicles due to a deluge of new users.

Despite hitting speed bumps in Austin, Tesla is continuing its robotaxi expansion at pace. The company recently cleared key regulatory hurdles in Nevada and Arizona, and is going on a hiring spree as it races to meet Musk's end-of-year deadline.

Tesla did not respond to a request for comment, sent outside normal working hours.

• This post originally appeared in the Business Insider Today newsletter.
• You can sign up for Business Insider's daily newsletter here.

This week is all about giving thanks, but one thing people aren't grateful for is having to travel.

Thanksgiving week is one of the busiest travel periods of the year, both on the road and at airports. This year, Thanksgiving air travel is set to break records as 31 million people are expected to fly.

My best piece of advice would be to avoid traveling altogether — that's what I'm doing — but I realize that's not helpful at this stage in the game.

So I called on a real expert, my fantastic colleague and BI's senior aviation reporter, Taylor Rains, to offer some last-minute advice.

Dan: It looks like Mother Nature might cause some issues this year. Portions of the Midwest, Pacific Northwest, and the entire East Coast are expecting inclement weather today. How bad could that make things not just for those areas, but the rest of the country?

Taylor: Thunderstorms around Dallas/Fort Worth already caused hundreds of delays at the city's two main airports on Monday. And these local disruptions can ripple through an airline's entire network, displacing aircraft, pilots, and flight attendants (the crew can "time out" after prolonged delays and become legally unable to fly). So even if it's sunny in Los Angeles, your flight could be three hours late due to thunderstorms in Texas.

It gets even trickier if you're flying out of a smaller airport, like Key West or White Plains, where it's harder for airlines to quickly find replacement aircraft or crew when things get out of sync — and sometimes they can't at all.

Dan: Yikes! So if you find yourself facing serious delays, what's the best thing a beleaguered traveler can do?

Taylor: First, don't panic — you have options. During a delay or cancellation, the fastest route is usually your airline's app or website, where you can rebook online on an earlier flight, a later one, or even the next day. This is typically quicker than waiting in long airport lines or clogged phone queues. You can also try combining both: wait in line while simultaneously rebooking online to boost your chances of resolving things quickly.

Dan: Got it. Let's ratchet things up and say no rebooking options exist. Then what?

Taylor: It depends on who's at fault. For overnight delays caused by the airline, such as maintenance or crew staffing issues, most carriers will provide complimentary accommodations, transportation, and meals. You can verify policies through the government's Airline Customer Service Dashboard.

If the disruption is beyond the airline's control, such as weather, compensation is less guaranteed. Some airlines may offer meal vouchers as a goodwill gesture, but they aren't required to. Still, it's worth asking. You may also be able to recoup costs through travel insurance built into the credit card you used to book — the Chase Sapphire Reserve card, for example, has reimbursed me multiple times.

Finally, remember: you are entitled to a full refund for any canceled flight, regardless of reason, as long as you don't rebook.

Dan: Ok, I saved the most important question for last: Window or aisle?

Taylor: I used to be a window seat fan, but I'll always pay up for an aisle now! I didn't stop flying when I was pregnant, so I think having easy access to the bathroom or to stretch converted me.

• Michael Burry said Nvidia made "straw man arguments" in a private memo addressing his critiques.
• The investor of "The Big Short" fame said he owns bearish put options on Nvidia and Palantir.
• Burry wrote on his Substack that AI companies may be exaggerating the lifespan of Nvidia chips.

Michael Burry has doubled down on his critique of Nvidia and other AI giants, and revealed he's betting against both it and Palantir.

In a Tuesday post on his new Substack, the investor of "The Big Short" fame called out Nvidia's recent memo to Wall Street analysts, saying it was responding to claims he didn't make.

Burry, in a post titled "Unicorns and Cockroaches: Blessed Fraud," wrote that he couldn't believe Nvidia's responses had come from the world's most valuable public company. He said the document contained "one straw man after another" and the memo "almost reads like a hoax."

The market veteran, who recently closed his hedge fund to outside cash and turned his focus to writing, said he'd never suggested Nvidia was dragging out the depreciation of its property, plant, and equipment (PP&E), as it's primarily a chip designer with minimal capital expenditures, not a manufacturer.

"No one cares about Nvidia's own depreciation," he said. "One straw man burnt."

Burry also dismissed Nvidia's argument that its older-generation chips are still being used, saying his concern is that newer chips could become functionally obsolete between 2026 and 2028.

"I am looking forward because I see problems that are relevant to investors today," he wrote. "A second straw man burnt."

Burry added that Nvidia's rebuttal to him was "disingenuous on the face, and disappointing."

He disclosed in his latest post that he's placed wagers against the chipmaker and another AI darling: "I continue to own puts on Palantir and Nvidia, both of which will be discussed at another time."

Nvidia didn't immediately respond to a request for comment on Burry's latest post.

The depreciation question

One of Burry's chief concerns is AI companies' depreciation accounting, or how quickly they're projecting their assets will decline in value and how much they'll be worth at the end of their useful life.

Companies can increase their short-term profits and the stated value of their assets by spreading those costs over five or six years, rather than three. But that could pave the way for hefty writedowns in the future, Burry wrote on Substack.

He also highlighted a recent interview with Microsoft CEO Satya Nadella, in which Nadella said he had slowed the company's data center buildout earlier this year because he was wary of overbuilding infrastructure to serve one generation of AI chips, as the next generation will have different power and cooling requirements.

"The hyperscalers have been systematically increasing the useful lives of chips and servers, for depreciation purposes, as they invest hundreds of billions of dollars in graphics chips with accelerating planned obsolescence," Burry wrote.

He hinted that between the memo and wider market reaction, his depreciation comments have sparked a bigger reaction than he anticipated: "I have been drawn into something much bigger than me."

Nvidia shares have slumped 14% from their November 3 high, as investors have grown more concerned that AI companies are overspending and overvalued.

Burry shot to fame after his massive bet against the US housing bubble was immortalized in the book and movie "The Big Short. Known for his dire warnings about crashes and recessions, he returned to X after a two-year break in late October, making the case that AI stocks are in a bubble.

His Scion Asset Management firm first revealed on November 3 that it held bearish put options on Nvidia and Palantir at the end of September. The bets had a combined notional value of $1.1 billion, but Burry wrote in his latest post that they only cost him around $10 million each.

• Thanksgiving air travel is set to break records as 31 million people are expected to fly.
• With the government reopened, it's unlikely lingering shutdown chaos will affect flights.
• Here's some tips in case your flight schedule is disrupted.

Hopefully, the only thing stuffed this Thanksgiving is your turkey, not your flight schedule.

Airlines for America, the main lobbying group for major US carriers, is predicting a record-breaking year for holiday travel as an estimated 31 million people fly between November 21 and December 1.

That's about 2.8 million passengers a day queuing at check-in and security and vying for lounge space. The demand requires about 45,000 more daily seats, with the Sunday and Monday after Thanksgiving being the busiest days to fly.

United Airlines said in its holiday forecast to the media that it expects 6.6 million customers — its busiest Thanksgiving to date. It said Orlando, Las Vegas, and Boston are its top destinations.

American Airlines said it plans to operate nearly 81,000 flights over the Thanksgiving holiday and has added late-night flights to Phoenix and Chicago to meet demand.

More seats booked mean a greater chance for your flight to be delayed or canceled.

Air traffic control facilities are staffed again after the weekslong government shutdown, but the workforce remains about 3,000 controllers short and still utilizes outdated technology.

This caused mass disruptions at airports like Newark and Washington, DC, before the shutdown led to even greater chaos.

Because Thanksgiving is notoriously busy compared to a normal day, it's not uncommon for bottlenecks to develop and spread throughout the system.

Winter weather is the main threat this year. The weather forecasting company AccuWeather warned that strong thunder, snow, and wind storms could impact flights across the country. The Dallas/Fort Worth area experienced hundreds of delays on Monday after thunderstorms hit the city.

During the 2024 Thanksgiving week, a snowstorm caused thousands of flight disruptions. Still, volume-related problems were largely absent from last year's Thanksgiving travel period — and airlines and customers are hoping for a similarly tame week.

However, it's good to know your passenger rights and your options when things don't go according to plan.

Know your rights as a passenger

If your flight is canceled and you choose not to rebook, the airline is legally required to provide you with a cash refund — not a voucher or credit.

However, things are different for delays. The Trump Administration recently killed a proposal that would have required airlines to compensate passengers for long delays, so flyers largely have to rely on airline goodwill or their credit cards to get anything for the inconvenience.

Some airlines have committed to providing accommodations, transportation, and food during a controllable overnight delay or cancellation, as outlined in the Airline Customer Service Dashboard.

Controllable disruptions include issues such as maintenance or crew staffing. Frontier Airlines is the only carrier that does not offer accommodations in the event of a controllable overnight delay or cancellation, but it will provide a meal voucher.

It still doesn't hurt to ask for a meal or hotel voucher during a non-controllable issue, such as the weather. The worst they can say is no.

Use your airline's mobile app to change or cancel your flight

During disruptions, airlines often allow you to make changes via their mobile app or website, rather than having to wait on clogged phone lines or in long customer service lines.

If this isn't an option, try an online chat. Carriers like Delta Air Lines allow you to text a representative for help.

You can put yourself in the virtual queue and wait in line at the airport, potentially upping your chances of speaking with an agent sooner.

Here are the phone numbers for each airline:

• Alaska: 1-800-252-7522 or text 82008
• Allegiant: 1-702-505-8888
• American: 1-800-433-7300
• Avelo: 1-346-616-9500
• Breeze: No phone number to call, but you can text the airline at 501-273-3931.
• Delta: 1-800-221-1212
• Frontier: No phone number. The best way to contact Frontier is via online chat or email.
• JetBlue: 1-800-538-2583
• Southwest: 1-800-435-9792
• Spirit: 1-855-728-3555
• Sun Country: 1-651-905-2737
• United: 1-800-864-8331

Check if you have travel insurance through your credit card

Travel credit cards, like the Chase Sapphire Reserve and the American Express Platinum, offer built-in insurance that reimburses travelers for hotel, meal, and transportation expenses incurred during certain flight disruptions.

Weather is typically a covered event. For this to work, the traveler would have needed to book their flight with that travel card.

If your credit card doesn't provide travel insurance, it can be worthwhile to buy a separate trip insurance policy before traveling. This type of insurance can help reimburse costs you might lose due to flight problems, such as prepaid hotel stays or cruise bookings.

However, you must purchase this insurance before any travel disruptions occur — once you know a flight might be affected, it's likely too late.

• The 'Schengen shuffle' allows non-EU citizens to stay in Europe for extended periods of time.
• Eric and Christina Schwendeman, both Americans, have made Italy their base since 2022.
• "It's the best of both worlds for us," Christina told Business Insider.

This as-told-to essay is based on a conversation with Eric and Christina Schwendeman, who left the US in 2022 to retire in Italy. The couple now does the "Schengen shuffle." Schengen countries allow non-EU visitors to stay for up to 90 days within a 180-day period. The "Schengen shuffle" refers to the practice of non-EU travelers hopping between both Schengen and non-Schengen countries indefinitely. This conversation has been edited for length and clarity.

Christina: We had gotten our elective residency visas, which allowed us to live in Italy full time. Those were valid for two years, so after that period was up, we decided for a variety of reasons that we wouldn't renew them.

Eric: A lot of the motivation was that we're traveling so much and we want to see so much of the world.

Christina: We started the Schengen shuffle in December 2024. There are 29 countries in the Schengen Agreement, which essentially are countries in Europe that allow free and open borders between them. So, if we want to drive from Italy to France, we don't go through passport control.

We decided we wanted to do that instead of being full-time residents of Italy. Italy is one of the 29 countries in the Schengen area, so we said, "Okay, we can keep our house in Italy, stay there for 90 days, then go travel for 90 days, and come back."

It's the best of both worlds for us.

The Schwendemans have visited around 12 new countries this year

Eric: We've seen around 12 new countries this year, far and wide, from Southeast Asia to the Balkans.

We did Thailand, Vietnam, Cambodia. We went to Hong Kong and Macau. Then, we flew down to the Philippines for two weeks. We spent almost two weeks in India and then came home to Italy.

One of the things that we committed to was spending ample time in areas that allow us to see it, to experience it, and give ourselves days of rest in between, instead of just racing nonstop 24/7.

Christina: It allows you to become more a part of communities and — I think a lot of people use this phrase — more of a traveler than a tourist.

A great example for us is that we spent a month in Perast, Montenegro. It's a very small town. By the time we left, we knew everyone. Like Eric said, we made friends that we've seen again since we left. We could go into any restaurant and know everybody by name. To be able to do that in a different community is just something really special.

Eric: I would say that 85% of the time we're staying in Airbnbs.

Christina: If you get an Airbnb with your own kitchen, you can go grocery shopping and cook at home. That makes a big difference for us. If we're staying anywhere longer than a week, it's Airbnb because we want to feel like we have a base.

Transportation can get tricky, but we try not to fly a lot because it's obviously the most expensive option. A lot of countries have phenomenal train systems, so we try to take advantage of those.

And packing is interesting. For 90 days at a time, we committed to each other that we would only each take one medium-sized suitcase.

Christina and Eric's best tip for doing the Schengen shuffle: plan

Eric: Plan, plan, and plan some more when you think you're done.

Christina: And then be ready to realize that something will inevitably go wrong with that plan. Flexibility is key. Travel is never without hiccups, so just be ready to roll with the punches.

It's something you'll remember for the rest of your life. We try never to think that anything that happens through this is ever bad. It's just part of the adventure.

• Tech and business leaders are divided on whether AI will replace jobs.
• Anthropic's Dario Amodei stands behind his dire prediction of AI job displacement.
• From Elon Musk to Sam Altman, here's what AI leaders are saying about the AI jobs debate.

AI and business leaders are split on whether AI will take over jobs or create new roles that mitigate disruption.

The spectrum of predictions ranges from Anthropic CEO Dario Amodei, who thinks AI could eliminate up to half of white collar, entry-level jobs in the next five years, to Elon Musk, who sees a future that resembles heaven.

From Jensen Huang to Jamie Dimon, here is what some of the biggest names in tech are saying about how AI will impact jobs.

Dario Amodei

AI may eliminate 50% of entry-level white-collar jobs within the next five years. That was the stark warning from Dario Amodei, the CEO of AI startup Anthropic, in May. Despite backlash from some in Silicon Valley, Amodei hasn't backed down.

"The first step towards solving these problems is kind of being honest with the population that these problems exist," Amodei told Axios during an event in September.

Amodei said the rate of AI advancement and its adoption by society make predicting the actual timetable for job displacement difficult.

"As with most things, when an exponential is moving very quickly, you can't be sure," he said. "This could happen faster than I imagine, this could happen slower than I imagine, or something very different could happen. I think it is likely enough to happen that we felt there was a need to warn the world about it and to speak honestly and in candid terms about it."

The disconnect, Amodei said, is that some people think because of what AI is capable of now that such a mass displacement isn't possible.

"What I'm really worried about is where the technology is going," he said. "And I think there's a little disconnect here where people will say, 'Oh you're worried about AI is going to do to jobs, but AI can't do this, AI can't do that,' well we're talking about today's AI."

Elon Musk

Elon Musk compared AI to a "supersonic tsunami" that will upend the labor market.

"I think there will be actually a high demand for jobs, but not necessarily the same jobs," Musk recently told Joe Rogan on the comedian's podcast. "So I mean this is actually, this process has been happening throughout modern history."

Musk said desk jobs are likely to be among the first to be replaced.

"Anything that's physically moving atoms, like cooking food or farming, anything that's physical, those jobs will exist for a much longer time," he said. "But anything that is digital, which is just someone at a computer doing something, AI is going to take over those jobs like lightning."

Ultimately, Musk is bullish on AI but cautions that there will likely be "trauma and disruption" along the way. In one scenario, he discussed with Rogan, society reaches an almost utopian level of existence because wealth is so accessible that there's a "universal high income."

Jensen Huang

Jensen Huang, the CEO of chipmaker Nvidia, was withering when asked about Amodei's comments. "I pretty much disagree with almost everything he says," Huang said. Amodei "thinks AI is so scary," but only Anthropic "should do it," he continued. An Anthropic spokesperson told BI that Amodei had never made that claim.

Huang said it's more likely that an AI user replaces a job than AI itself.

"It's very likely that the companies that use AI first, that use robotics technology first, will be the most successful first, and they will end up hiring more people," he said in late October. "You're going to lose your job not to somebody — not to a robot, you're going to lose your job to somebody who uses a robot. You're going to lose your job to somebody who uses AI."

Jamie Dimon

JPMorgan CEO Jamie Dimon said AI will shorten the work week.

"My guess is the developed world will be working three and a half days a week in 20, 30, 40 years, and have wonderful lives," Dimon said in November at an event in Miami.

That being said, Dimon said society needs to prepare itself for job displacement. He said governments and the private sector need to prepare "today" for a response that consists of retraining, income assistance, and relocation programs.

"It will eliminate jobs," Dimon said. "People should stop sticking their heads in the sand."

Sam Altman

"AI is for sure going to change a lot of jobs" and "totally take some jobs away, create a bunch of new ones," Altman said during a May episode of "The Circuit" podcast.

The OpenAI CEO said that although people might be aware that AI can be better at some tasks, like programming or customer support, the world "is not ready for" humanoid robots.

"I don't think the world has really had the humanoid robots moment yet," he said, describing a scenario where people could encounter "like seven robots that walk past you" on the street.

"It's gonna feel very sci-fi. And I don't think that's very far away from like a visceral 'oh man, this is gonna do a lot of things that people used to do,'" he added.

Speaking at the Snowflake Summit in June, Altman said AI agents are already acting like junior employees.

Jim Farley

Like Amodei, Ford CEO Jim Farley sees major changes coming.

"Artificial intelligence is going to replace literally half of all white-collar workers in the US," Farley said during an appearance at the Aspen Ideas Festival.

Farley said he's concerned that too much of the American education system is focused on four-year degrees instead of trades.

Andy Jassy

Amazon CEO Andy Jassy said that AI is already changing workflows. He said it will soon lead to a reduction in some jobs.

"As we roll out more Generative AI and agents, it should change the way our work is done," Jassy said in a memo posted to the Amazon website. "We will need fewer people doing some of the jobs that are being done today, and more people doing other types of jobs."

Yann LeCun

Yann LeCun, Meta's chief AI scientist, wrote a short LinkedIn post just after Huang dismissed Amodei, saying, "I agree with Jensen and, like him, pretty much disagree with everything Dario says."

LeCun has previously taken a more optimistic stance on AI's impact on jobs. Speaking at Nvidia's GTC conference in March, LeCun said that AI could replace people but challenged whether humans would allow that to happen.

"I mean basically our relationship with future AI systems, including superintelligence, is that we're going to be their boss," he said.

Mustafa Suleyman

Microsoft AI CEO Mustafa Suleyman said it's clear AI will upend the labor market. It's just a question of how soon it will be.

"The question is time horizons. Is it 50 years, or is it 10 years? The trajectory is clear," Suleyman said at a Paley Center for Media event in October, per Forbes.

Suleyman is optimistic about what super-intelligent AI will mean for society. He said that AI could replace many jobs that humans may not even want to do.

"I don't believe that the majority of people do want to work on a toothpaste packing line, just screwing in the top of a toothpaste tube," Suleyman told podcaster Marina Mogilko in November. "I think people want creative work. I think people want to pursue their passions."

Demis Hassabis

Demis Hassabis, the cofounder of Google DeepMind, said in June that AI would create "very valuable jobs" and "supercharge sort of technically savvy people who are at the forefront of using these technologies." He told London Tech Week attendees that humans were "infinitely adaptable."

He said he'd still recommend young people study STEM subjects, saying it was "still important to understand fundamentals" in areas including mathematics, physics, and computer science to understand "how these systems are put together."

Geoffrey Hinton

You would have to be "very skilled" to have an AI-proof job, Geoffrey Hinton, the so-called "Godfather of AI," has said.

"For mundane intellectual labor, AI is just going to replace everybody," Hinton told the "Diary of a CEO" podcast in June. He flagged paralegals as at risk, and said he'd be "terrified" if he worked in a call center.

Hinton said that, eventually, the technology would "get to be better than us at everything," but said some fields were safer, and that it would be, "a long time before it's as good at physical manipulation.

"So a good bet would be to be a plumber," he added.

Brad Lightcap

Like Altman, OpenAI's COO Brad Lightcap doesn't see the sky falling.

"We have no evidence of this," Lightcap said during the "Hard Fork" podcast taping. "And Dario is a scientist. And I would hope he takes an evidence-based approach to these types of things."

Lightcap said that every technology changes the job market.

"I think every time you get a platform shift, you get a change in the job market," he said." I mean, in 1900, 40 percent of people worked in agriculture. It's 2 percent today. Microsoft Excel has probably been the greatest job displacer of the 20th century."

Eric Yuan

Eric Yuan's Zoom played a significant role in transforming the workplace during the COVID-19 pandemic. He said AI will upend it even more.

"I feel like if A.I. can make all of our lives better, why do we need to work for five days a week?" Yuan told The New York Times in September. "Every company will support three days, four days a week. I think this ultimately frees up everyone's time."

Yuan said that some jobs will be replaced, but there will still be a need for workers.

"For some jobs, like entry-level engineers, we can use A.I. to write code," he said. "However, you still need to manage that code. You also create a lot of digital agents, and you need someone to manage those agents."

Aravind Srinivas

Perplexity CEO Aravind Srinivas said he sees a middle ground between Amodei's prediction of near-immediate doom and overly rosy projections of how soon AI will create new jobs.

"More entrepreneurs need to emerge to create new jobs, because every company is going to need fewer people," Srinivas told Matthew Berman during a recent interview. "Either the other people who lose jobs end up starting companies themselves and make use of AIs, or they end up learning AIs and end up contributing to new companies that need to hire some people."

Srinivas said there will be a "temporary phase" of job displacement. He said there's no need "to sugarcoat" what will happen.

"During that phase, you're going to see some people struggling," he said.

• Retailers across the US are gearing up for the peak sales event of the holiday shopping season.
• For Target, this means loading stores up with toys, electronics, apparel, and more.
• Target took Business Insider inside a warehouse where products are sorted and sent to regional stores.

Target really needs a win this holiday season.

The company has struggled in recent years with declining comparable sales, and it has cautious expectations for the all-important fourth quarter of this year.

One aspect of the business that incoming CEO Michael Fiddelke is keenly interested in improving is making sure products are actually available on shelves for shoppers to buy.

"If you've trusted us with a trip to the store, we can't let you down by being out of stock, and we haven't been good enough over the last several years on that front," he said during a November earnings call.

Few days are more unforgiving of out-of-stocks than the day after Thanksgiving. Black Friday has changed a lot in recent years, but it's still the marquee sales event of the holiday shopping season.

That means stocking stores with the right quantities of toys, electronics, apparel, and other items.

The bullseye retailer invited Business Insider to take an exclusive look behind the curtain at one of its distribution centers, where merchandise from suppliers gets sorted and sent to individual stores across the region.

Target also fulfills more than 97% of its e-commerce orders from one of its retail stores, so that means almost everything the company sells online or offline must first pass through one of these distribution facilities.

Business Insider visited the warehouse a week before Thanksgiving and saw firsthand the overwhelming volume of items that go into ensuring each Target store has exactly what it needs each day.

Here's how Target is gearing up for the holiday rush.

Target's regional distribution center is located a half hour outside Milwaukee in the town of Oconomowoc, Wisconsin.

The 1.5 million square foot facility serves 81 stores across four states: Wisconsin, Illinois, Minnesota, and the Upper Peninsula of Michigan.

Senior site director Julie O'Clary started her career with Target as an intern at this facility and has worked at several locations over the years.

O'Clary says her facility typically processes about 600,000 cartons of merchandise in a normal week, but that number balloons to 800,000 a week during the holiday rush.

An additional 300,000 cartons also flow through the facility without active sorting, bringing the holiday volume to well north of a million cartons this week.

The sprawling warehouse could fit nearly 26 football fields and runs like a small city with more than 1,050 employees.

Trucks arrive from suppliers with inventory that must be unloaded and sorted. The warehouse handles roughly 45,000 different product codes.

A shipment of toys is unloaded from the truck onto conveyor belts and scanned with a laser rig.

Here's where pallets of toys like these Cozy Coupe cars from the Little Tikes brand arrive.

The inbound loading docks are a ballet of people and forklifts in the days leading up to Black Friday.

"We see a lot of brown boxes here, but inside that brown box, there's toys or cosmetics — something that our guests want, something that brings them joy — so that's our job," Clary said.

All around the facility, towers of best-selling Black Friday items can be seen — such as these flat-screen TVs.

The warehouse also gives a sneak peek into what could be the next viral toy, like these child-sized Target shopping carts.

Here, pallets of Mario Kart racing toys are stacked next to electric scooters and kid-sized four-wheelers.

Almost everything in the building needs a label, and these printers spool off barcodes nonstop.

The company also routinely tracks all problems — and potential problems — on whiteboards throughout the facility, which are updated hourly.

Though it's not a store, some employees still wear Target's classic red plaid shirts.

This facility is also where Target tailors inventory orders to give each individual store the exact number of items it needs.

For example, each box here is headed to a different store, and each contains different quantities of apparel in the right sizes and colors.

Items are then sent upstairs to a network of conveyor belts that guide each box to the correct truck.

Boxes pass by at high speed, and the system automatically slows down to allow items from multiple belts to merge into one.

As one of Target's higher-volume distribution centers, the flow of goods continues around the clock.

Some shipments take a detour for extra labeling.

An elevated conveyor belt carries sorted merchandise to trucks waiting at the loading docks. Other big and bulky items are stored near the outbound docks for quicker access.

Boxes are automatically tipped onto rollers that feed right into a waiting truck.

The parade of boxes are then loaded into tractor-trailers like a life-size game of Tetris.

More evidence of the holidays is on display in the form of a pallet of Target-branded artificial Christmas trees on the loading docks.

O'Clary says the facility processes about 40 million outbound cartons a year. Some stores receive a truck every day, but during the holiday rush, they may take multiple deliveries a day.

O'Clary says her team is putting in thousands of hours of overtime this week to make sure Target customers have well-stocked shelves for their holiday shopping.

• US Coast Guard helicopter pilots and precision marksmen are constantly training and evolving their strategies.
• The squadrons are instrumental to the drug interdiction process, hunting drug boats from the air.
• They adjust plans on-the-fly, sometimes switching from airborne use of force to search and rescue.

USCG HITRON JACKSONVILLE, Florida — In the eastern Pacific and Caribbean waters, Coast Guard helicopter teams are chasing down suspected drug boats, putting vessels out of action, and setting the stage for boarding.

The elite pilots and precision marksmen of the Helicopter Interdiction Squadron, or HITRON, have to be prepared for drug interdiction operations to go sideways. It could be night, the drug boat could be zigging and zagging everywhere trying to get away, and suspects could be jumping overboard.

No matter what the pilots have to be ready to keep up the chase, and the shooters on board have to be able to make the shot when it matters.

Business Insider had the opportunity recently to see them in action, training for these missions, aimed at curbing the flow of dangerous narcotics into the US.

"It's like running with ankle weights on," Lt. Com. Jamel Choker, a pilot and mission commander at HITRON, told Business Insider, speaking on the intensity of the training that goes into preparing for actual missions. "You want to train as hard as possible so that when you get out in the real world, it's kind of easier."

The Coast Guard formally stood up HITRON in 2003 at Cecil Field in Jacksonville, Florida. Over the recent decades, it's been involved in over 1,000 interdictions resulting in billions of dollars worth of drugs seized from smugglers.

HITRON's helicopter pilots arrive as trained and experienced aircraft commanders. No matter what they flew before, they learn the ins and outs of Coast Guard helicopters like the MH-65 Dolphin — older airframes that go through a dedicated maintenance pipeline, leaving Cecil Field and returning looking brand new.

Choker described the job as unique because it's both aviation and law enforcement, and the missions can quickly change from hunting drug boats to search and rescue in the water to flagging suspected drug cargo if it goes overboard.

Split-second decisions

Just last week, Choker and his crew received an award for a pursuit in which a drug boat was making "tight turns and zig-zags and everything," he said, before its passengers suddenly started jumping overboard.

"All four of them jumped in the water," Choker said. "They left the throttle engaged, and they left the wheel cut to the right."

Coast Guard personnel then switched to search and rescue mode, deploying life rings. As they were trying to help, they saw the renegade vessel circle around beneath the helicopter out of view. The boat was heading right for one of the smugglers in the water. It would've been a serious hit.

"We made a split-second decision that we were going to use the precision rifle to disable the boat," Choker shared. It took the gunner nine rounds in under five seconds to cut the engines. "It came within five feet of running him over," he said.

At Cecil, Coast Guard pilots and marksmen are constantly flying and training when they're not on deployments, which regularly last months at a time. They practice against a team pretending to be drug traffickers, who will change up tactics based on what's been observed from recent real-world runs.

The actual piloting of the Dolphin is something that's "predictable and intuitive to you when you've been training for thousands of hours," Choker told Business Insider. "It does take a lot of training in order to know that I need the helicopter to do an extreme angle of bank, and I need to only move my hand three-fourths of an inch in order to do that."

Precision marksmen are likewise constantly training to get the perfect shot while maintaining clear communication with the pilots. The training pipeline requires knowledge of what weapons to use for specific purposes.

The mounted machine gun on the Dolphin is for firing warning shots when a suspected drug vessel doesn't stop after initial verbal warnings. Other rifles, like the M107 semi-automatic .50 caliber sniper rifle and M110 Semi Automatic Sniper System chambered for 7.62×51mm NATO-standard rounds, are useful for knocking out vessel engines depending on the size.

The M107 is effective at longer range against harder targets, like enemy vehicles, while the M110 is suited to engaging personnel and lightly protected material targets.

Petty Officer Second Class Phillip McCarty, an avionics electrical technician and precision marksman at HITRON, told Business Insider that training, both on land and in air, is designed to prepare marksmen for the challenges of shooting effectively during interdictions, when a helicopter flies alongside a moving boat and pilots help the marksmen line up their shot.

The pilots have to match speed and attempt to maneuver to provide the best shot, but the shooters have to be prepared to overcome vibrations, jarring movements, and other potential impacts.

While they want to make every shot count, getting a clean hit to disable the vessel is easier said than done, especially when suspected drug boats try to make a run for it.

He said he's had cases where it only took four rounds to stop a smuggling boat, but there have been others where the drug runners were "very erratic and driving all over the place and at nighttime." That took 32 rounds to kill the engine.

Depending on the circumstances, environment, and drug runner tactics, the marksmen find themselves having to embrace HITRON's adapt and overcome strategy. "You've got to change your methodology on the fly out there," McCarty said.