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On the ground, the story feels different. Many Minnesotans experience a daily reality marked by high prices, shrinking financial cushions, and a feeling of being stuck in their jobs. And yet, as they read positive headlines and see others thriving, many are left with a pervasive sense that the economy is working well — just not for them.
And economists say both impressions are true, rather than contradictory. Minnesota isn’t experiencing one post-pandemic recovery. It’s experiencing two.
“The top 10% of income earners are responsible for 50% of consumption,” said Tyler Schipper, associate economics professor at the University of St. Thomas. Moody’s Analytics recently reported that top earners now account for a higher share of spending than any point since it started tracking the figure in 1989.
“So when we measure economic activity — GDP, retail sales — we’re really observing the behavior of people who are doing relatively well.” Aggregate data like these indicators “doesn’t give every household an equal vote,” he said.
Measures that treat each person equally, regardless of income, tell a different story. Consumer sentiment surveys measuring how people feel about the economy show falling confidence. The University of Michigan’s widely watched confidence index dropped 4.9% from October to November and is down nearly 30% from a year earlier. The last time Americans, on average, expressed a net positive view of the U.S. economy was February 2020.
That divide, between strong top-line indicators and sinking household outlooks, can be a hallmark of what is sometimes called a “K-shaped” economy. It’s not a perfect metaphor, but it has become a useful visual shorthand: one group climbing upward, another slipping or stagnating.
“When averages look good but half the population feels terrible, that’s not a contradiction. It means the income distribution has widened,” Schipper said.
That gap can be shown using a number of indicators and trend lines. But it can also be seen in the lived experience of Minnesotans who find themselves on opposite sides of this gulf.
Barry: “It’s not my economy”
Barry Page, 68, earns over $900 a month in Social Security and pays more than $1,000 in rent. He has been looking for work since January, when an arrest — later deemed improper with the charges being dismissed — led to the loss of his job as an industrial painter. Despite the case’s dismissal and expungement, he says the record still haunts his job applications and background checks.
“I’ve been trying to get a job for almost a year,” he said on a recent afternoon while waiting for the Metro Green Line at a University Avenue fast-food restaurant in St. Paul and picking at his french fries. “They look at that computer and they say, ‘He’s too old,’ and that’s that.”
His monthly expenses — rent, groceries, utilities — exceed his income before he has bought food for the week. “If I put all my Social Security check toward rent, I can’t pay my gas bill, my electric bill. I have to have a job.”
A fast-food meal that once cost $8–9 now runs him $15. “You get what they give you,” he said, holding up a sandwich he described as “salad with bread.”
He’s resigned himself to paying prices he never would have two years ago. But he’s still angry that companies are able to charge those high prices, because higher earners can afford them.
“Society sets prices for them, not us. They can afford it. We’re struggling to live in their economy,” he said, referring to higher-income Minnesotans. “It’s not my economy.”
Page relies on friends, including a pastor and a friend in Washington, D.C., that he’s currently waiting on a call from, to keep him afloat. “If it wasn’t for them, I’d be on the streets,” he said.
For him, like millions of other Minnesotans, the economy isn’t abstract. It isn’t a graph. It’s an increasingly unreliable ladder, where the rungs feel less stable today than they did the day or the year before.
Joe: “We’re tightening up, but we’re fine.”
Twenty miles away, on the other arm of Minnesota’s economic trajectory, is Joe Mueller, a real-estate agent and owner of a growing rental portfolio. He said his companies collectively gross around $1.25 million a year, though his net take-home is likely less than half that. He describes himself as someone who once “came from nothing.” He used to sell real estate out of a rusted $400 pickup that he’d park around the block from showings.
Now, Mueller occupies a financial reality most Minnesotans will never see, as a successful real estate agent and owner of The MOVE Group at RE/MAX.
As prices have climbed, he and his wife have trimmed some discretionary spending — ending vacations earlier, opting for cheaper flights, being “mindful of waste.” But those adjustments aren’t necessary, but rather precautionary.
“We don’t stress over the price of eggs,” he said. “That’s a blessing, and I recognize that it’s not the same for everyone.”
When prices rose, he didn’t go without; he optimized his spending to match the happiness it brought him and his family. “If you can do a $5,000 vacation for $3,000 and still get 90% of the experience, that’s great,” he said.
When asked about economic worry, he rejected the word. He prefers “prepared.” “Every economy has cycles,” he said. “You adjust. You weather it. You don’t pull the fire alarm.”
Mueller’s experience is emblematic of high-earning Minnesota households. Like everyone, they recognize conditions have shifted compared to before the pandemic. But they are able to recalibrate their spending and lifestyle from a position of confidence, not desperation.
More broadly, and in stark contrast to Page’s outlook, for Mueller, the economy is not a threat. It’s a system that still works, as long as you stick to the right strategies, maintain the right buffers, and stay in the right mindset.
Why economists say these two realities can coexist
Mueller and Page are not symbols — they’re Minnesotans living through the same macroeconomic conditions but experiencing them in fundamentally different ways.
Mueller’s household has buffers — equity in real estate, cash flow from rentals, diversified income, and enough discretionary spending to adjust when he needs to.
“When things tighten, we tighten,” he said. “If a recession comes, we’ll weather it. We live below our means, and we’re willing to dial back the extras.”
Page’s household has no buffers and no margin to absorb a surprise.
“When I was working, I was good,” he said. “I was bringing home $2,500 to $3,500 a month. But now — now I’m getting $967 and rent is $1,035. I ain’t got nothing left.”
How can their experiences be so disparate, and why are their trajectories diverging instead of converging?
Economists say the trend of divergence is no longer simply an artifact of the pandemic or a short-term mismatch between supply and demand. Instead, it reflects a deeper pattern of different groups moving through fundamentally different economies.
Perhaps most alarming for those who have held traditionally middle-class jobs — police officers, teachers, manufacturing supervisors, and many others — is that this is no longer a low-income vs. high-income dichotomy. Labor market trends, combined with inflation, means many middle and upper-middle-income households are struggling to make ends meet and are only one layoff or emergency from slipping down the rungs of the income ladder.
The orthodox view of Minnesota’s economy — low unemployment, steady job growth, high labor-force participation — is not inaccurate. But those averages have masked a widening split within the state’s households, one that economists say has been building quietly for years and is now showing up more plainly in certain data points.
“You really can’t talk about one economy anymore,” said Kjetil Storesletten, a macroeconomist at the University of Minnesota. “You have multiple trajectories depending on assets, education, and where you sit in the labor market. The aggregate number is just the weighted summary of all of those realities.”
Those “weights” matter. When higher-income households — who both earn more and spend far more per person — continue to spend, the economy’s overall indicators look resilient even if many other households are straining to just keep up with the basics.
“We observe an aggregate number, but behind it are many separate distributions moving differently,” he said. “Averages can hide enormous disparities.”
This story was originally published by MinnPost and distributed through a partnership with The Associated Press.
Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.
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HONG KONG (AP) — An unmanned, oval-shaped craft from flying taxi maker EHang hovers, whirring noisily like a mini-helicopter over a riverside innovation zone on the outskirts of the southern Chinese business hub of Guangzhou, part of a trial of a mini-flying taxi that once might have been found only in sci-fi films.
In nearby Shenzhen, food-delivery drones already are part of daily life and a novelty attraction for tourists, even if such services cost more. In the waterfront park surrounded by high-rises, Polish tourist Karolina Trzciańska and her friends ordered bubble tea and lemon tea by phone, just to give it a try. Their drinks arrived via a drone buzzing through the drizzle about 30 minutes later.
“This is the first time I’m seeing something like this, so it was super fun to see the food being delivered by the drone,” she said.
Such businesses are growing quickly with support from the government, though the take off of the so-called “low-altitude economy” faces obstacles such as strict airspace controls and battery limitations.
Activities in airspace below 1,000 meters (about 3,280 feet) accounted for business turnover worth 506 billion yuan ($70 billion) in 2023, about 0.4% of China’s economy. By 2035, it’s expected to hit 3.5 trillion yuan (about $490 billion), said Zhang Xiaolan, a researcher at the State Information Center, a think tank affiliated with China’s main planning agency.
Guangdong province, home to drone giant DJI with an estimated 70% of the global commercial drone market, leads in development of the low-altitude economy, followed by wealthy eastern coastal provinces Jiangsu and Zhejiang, near Shanghai, according to a report by a research unit of the Chinese Academy of Sciences, Peking University, and other institutions.
Other big players in Guangdong include EHang, logistics company SF Express’s drone arm Phoenix Wings, and automaker XPENG’s flying car unit ARIDGE.
In October, Guangdong announced it plans to speed up construction of flight service stations and platforms to facilitate airspace operations and will support locally issued discount vouchers for low-altitude tourism.
Its technology and financial hub Shenzhen has launched a 15-million-yuan ($2.1 million) award for companies that earn certifications required for passenger eVTOLs, short for “electric vertical take-off and landing” vehicles that lift off the ground like helicopters, among other incentives.
China’s Civil Aviation Administration has granted certificates allowing EHang to offer commercial passenger services with its pilotless eVTOL, a low-altitude aircraft that can reach speeds of 130 kph (81 mph) with a maximum range of 30 kilometers (19 miles).
EHang hasn’t launched commercial routes, but its vice president, He Tianxing, says it aims to start with aerial sightseeing services. The company has been building takeoff and landing sites in 20 Chinese cities over the past two years. He expects aircraft of various companies will be flying multiple routes, possibly after five years.
He envisions eventual citywide networks using the rooftops of malls, schools and parks as terminals.
“It can’t just be a research product, nor an engineer’s toy,” he said.
The biggest challenge for developing eVTOL aircraft is maintaining longer flights and overcoming battery capacity limitations, said Guo Liming, co-founder of Shenzhen-based Skyevtol, whose single-seat manned eVTOL aircraft, priced at around $100,000, can only fly 20 to 30 minutes before it must be charged.
It also has not all been smooth skies.
In September, two XPENG’s eVTOL aircraft collided after a rehearsal for an exhibition and one of them caught fire while landing. The company said no one was hurt, but another expo canceled flying demonstrations a week later.
Undeterred, XPENG has continued to showcase its flying cars, including a six-wheeled ground vehicle with a detachable eVTOL aircraft. Having invested over $600 million, the company said it has more than 7,000 global orders for its “Land Aircraft Carrier” and has begun preparing for mass production.
A trial run of sightseeing flights in Dunhuang, a key ancient Silk Road destination famous for its Buddhist caves and dunes, is planned for next July.
It’s unclear how quickly such aircraft might begin carrying paid passengers regularly. Some companies elsewhere have burned through their funding before reaching the commercial launch stage. In Germany, air taxi makers Lilium and Volocopter filed for bankruptcy, though the latter was later bought by Diamond Aircraft Group, a subsidiary of a Chinese firm.
After years of commercialization, drone applications are not that widespread in China.
Even though the country leads in drone technology and manufacturing, policy constraints including limited airspace access, may mean overseas markets are more promising, said Frank Zhou, managing director at GBA Low Altitude Technology Co., which provides technological software to clients.
“Perhaps for some Southeast Asian countries, if I introduce these applications to them, their demand could explode,” he said.
Less than one-third of China’s low-altitude airspace was accessible for general aviation use in 2023 and there were problems with uneven distribution and a lack of internet connectivity, Zhang, the State Information Center researcher, said in a report. The number of registered general aviation aerodromes in China, excluding private airports, was just about a tenth of those in the U.S., she said.
Chinese policymakers are gradually working to close the gap. The military generally commands use of most Chinese airspace but has pledged to simplify approval procedures and shorten review times in Shenzhen and five other provinces.
Proposed revisions of the civil aviation law include a chapter on development and promotion of civilian activities, addressing low-altitude airspace allocation and supervision.
It’s still early days, said Gary Ng, a senior economist at Natixis Corporate and Investment Banking.
He expects progress toward commercialization to materialize around 2030, with passenger-carrying eVTOLs for tourism or industrial purposes starting before flying taxi services. Some of the aerial products could become key exports, he said.
China is a latecomer to the industry but now leads in developing small drones and low-altitude airspace investments, said Chen Wen-hua, director at the Hong Kong Polytechnic University’s Research Centre for Low Altitude Economy.
One advantage is the ruling Communist Party’s ability to mobilize regulators, industry players and universities to work toward the same goal, he said. But development of the technologies involved and safety concerns and public acceptance will determine how quickly different applications of drones and low-flying vehicles are adopted.
The future for the low altitude economy is bright, Chen said, “however, the road leading to that bright future might be treacherous.”
____
Associated Press video producer Olivia Zhang and researcher Yu Bing in Beijing contributed to this report.
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Eastman, GA – A nationwide air traffic controller shortage has put new attention on a growing training option the FAA now approves for certain colleges.
The recent federal government shutdown highlighted how thin staffing has become, especially as delays and reroutes stacked up across the country.
The FAA says it wants to hire at least 8,900 new controllers by 2028. According to FAA workforce data analyzed by USAFacts, about 3,000 controller positions were vacant nationwide as of late 2024 — though not every facility is equally understaffed.
That shortage is driving interest in a newer FAA-approved college pathway designed to streamline controller training at a small group of universities — including Middle Georgia State.
Training ramps up in difficulty as students learn to manage more aircraft at once on radar. (Fox News)
The Enhanced AT-CTI program allows students to train to the same standard as the FAA Academy, and if hired and meeting FAA requirements such as passing the Air Traffic Skills Assessment (ATSA), medical and security clearances, they can go directly to a facility instead of completing the full academy in Oklahoma City, which can involve long waitlists and multi-month courses.
Graduates still undergo facility-specific training and must be certified on-the-job before becoming full controllers.
Only about nine schools nationwide have been approved to offer the new Enhanced AT-CTI program as of 2025, according to Kemarie Jeffers, the department chair of aviation science and management at Middle Georgia State.
Inside Middle Georgia State’s tower simulator, air traffic control student Brooke Graffagnino says the job’s intensity is what drew her in. “It kind of gets your chest beating, because with how much traffic there is, sometimes it is intense,” she said.
HOUSE DEMOCRAT SIDES WITH TRUMP OFFICIALS ON AIR TRAFFIC CUTS AMID SHUTDOWN CHAOS

Students also train inside the on-campus control tower, gaining experience with real airport operations. (Fox News)
She says students quickly find out whether they’re suited for the job. “You can kind of tell who does not [love it]. There have been quite a few, and they are no longer here. It takes a lot to get through it,” she said.
Graffagnino says the importance of the work became clearer as she learned how controllers keep busy airspace organized. “Once you get in the airspace that is super crowded or approaching the larger airports like Atlanta, you need someone to help coordinate and keep everything separate and safe,” she said.
Middle Georgia State was approved as an Enhanced AT-CTI school in mid-2024. Jeffers says the impact was immediate.
“Before our program had maybe about 17 to 20 students. Right now we have 54. So we have already, in that short amount of time, almost tripled in size the amount of students that we have,” he said.

An instructor helps a student navigate radar-based air traffic training during an advanced simulation. (Fox News)
To earn the enhanced designation, Jeffers said the school had to update its curriculum, overhaul parts of its simulator setup, and install new audio and video systems.
“We’ve upgraded a lot of our equipment… we had to install audio and video equipment upstairs in our tower sim,” he said.
Those upgrades allow the FAA to remotely review or spot-check training sessions and ensure they meet federal standards.
FAA TO LIFT EMERGENCY FLIGHT RESTRICTIONS MONDAY MORNING AS AIR TRAFFIC STAFFING REBOUNDS
The program’s biggest distinction is what happens after graduation. “Enhanced CTI eliminates your requirement of going to the academy. You will graduate here and you can go straight to work,” Jeffers said. “So it saves you time and effort — again, it gets you to work sooner and making money quicker.”
The FAA requires enhanced programs to employ instructors with controller experience and maintain simulator equipment comparable to FAA standards.

A comparison of the traditional FAA route to becoming an air traffic controller and the newer Enhanced AT-CTI pathway. (Fox News)
As students advance, the simulations become more complex, requiring trainees to manage more aircraft at once.
“As we get more comfortable and confident, we are able to allow more aircraft into the airspace at a time,” Graffagnino said.
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Before finishing the program, every student must pass a final simulation that mirrors the FAA Academy’s evaluation process.
“Our instructors will then run a scenario and they will be graded… the exact same way in which they will be graded at the academy,” Jeffers said.
According to the FAA’s FY 2025 Air Traffic Controller Workforce Plan, the agency anticipates about 2,000 hires in FY 2025, 2,200 in FY 2026, and incremental increases through 2028, though retirements are expected to offset much of that growth.
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HONG KONG — An unmanned, oval-shaped craft from flying taxi maker EHang hovers, whirring noisily like a mini-helicopter over a riverside innovation zone on the outskirts of the southern Chinese business hub of Guangzhou, part of a trial of a mini-flying taxi that once might have been found only in sci-fi films.
In nearby Shenzhen, food-delivery drones already are part of daily life and a novelty attraction for tourists, even if such services cost more. In the waterfront park surrounded by high-rises, Polish tourist Karolina Trzciańska and her friends ordered bubble tea and lemon tea by phone, just to give it a try. Their drinks arrived via a drone buzzing through the drizzle about 30 minutes later.
“This is the first time I’m seeing something like this, so it was super fun to see the food being delivered by the drone,” she said.
Such businesses are growing quickly with support from the government, though the take off of the so-called “low-altitude economy” faces obstacles such as strict airspace controls and battery limitations.
Activities in airspace below 1,000 meters (about 3,280 feet) accounted for business turnover worth 506 billion yuan ($70 billion) in 2023, about 0.4% of China’s economy. By 2035, it’s expected to hit 3.5 trillion yuan (about $490 billion), said Zhang Xiaolan, a researcher at the State Information Center, a think tank affiliated with China’s main planning agency.
Guangdong province, home to drone giant DJI with an estimated 70% of the global commercial drone market, leads in development of the low-altitude economy, followed by wealthy eastern coastal provinces Jiangsu and Zhejiang, near Shanghai, according to a report by a research unit of the Chinese Academy of Sciences, Peking University, and other institutions.
Other big players in Guangdong include EHang, logistics company SF Express’s drone arm Phoenix Wings, and automaker XPENG’s flying car unit ARIDGE.
In October, Guangdong announced it plans to speed up construction of flight service stations and platforms to facilitate airspace operations and will support locally issued discount vouchers for low-altitude tourism.
Its technology and financial hub Shenzhen has launched a 15-million-yuan ($2.1 million) award for companies that earn certifications required for passenger eVTOLs, short for “electric vertical take-off and landing” vehicles that lift off the ground like helicopters, among other incentives.
China’s Civil Aviation Administration has granted certificates allowing EHang to offer commercial passenger services with its pilotless eVTOL, a low-altitude aircraft that can reach speeds of 130 kph (81 mph) with a maximum range of 30 kilometers (19 miles).
EHang hasn’t launched commercial routes, but its vice president, He Tianxing, says it aims to start with aerial sightseeing services. The company has been building takeoff and landing sites in 20 Chinese cities over the past two years. He expects aircraft of various companies will be flying multiple routes, possibly after five years.
He envisions eventual citywide networks using the rooftops of malls, schools and parks as terminals.
“It can’t just be a research product, nor an engineer’s toy,” he said.
The biggest challenge for developing eVTOL aircraft is maintaining longer flights and overcoming battery capacity limitations, said Guo Liming, co-founder of Shenzhen-based Skyevtol, whose single-seat manned eVTOL aircraft, priced at around $100,000, can only fly 20 to 30 minutes before it must be charged.
It also has not all been smooth skies.
In September, two XPENG’s eVTOL aircraft collided after a rehearsal for an exhibition and one of them caught fire while landing. The company said no one was hurt, but another expo canceled flying demonstrations a week later.
Undeterred, XPENG has continued to showcase its flying cars, including a six-wheeled ground vehicle with a detachable eVTOL aircraft. Having invested over $600 million, the company said it has more than 7,000 global orders for its “Land Aircraft Carrier” and has begun preparing for mass production.
A trial run of sightseeing flights in Dunhuang, a key ancient Silk Road destination famous for its Buddhist caves and dunes, is planned for next July.
It’s unclear how quickly such aircraft might begin carrying paid passengers regularly. Some companies elsewhere have burned through their funding before reaching the commercial launch stage. In Germany, air taxi makers Lilium and Volocopter filed for bankruptcy, though the latter was later bought by Diamond Aircraft Group, a subsidiary of a Chinese firm.
After years of commercialization, drone applications are not that widespread in China.
Even though the country leads in drone technology and manufacturing, policy constraints including limited airspace access, may mean overseas markets are more promising, said Frank Zhou, managing director at GBA Low Altitude Technology Co., which provides technological software to clients.
“Perhaps for some Southeast Asian countries, if I introduce these applications to them, their demand could explode,” he said.
Less than one-third of China’s low-altitude airspace was accessible for general aviation use in 2023 and there were problems with uneven distribution and a lack of internet connectivity, Zhang, the State Information Center researcher, said in a report. The number of registered general aviation aerodromes in China, excluding private airports, was just about a tenth of those in the U.S., she said.
Chinese policymakers are gradually working to close the gap. The military generally commands use of most Chinese airspace but has pledged to simplify approval procedures and shorten review times in Shenzhen and five other provinces.
Proposed revisions of the civil aviation law include a chapter on development and promotion of civilian activities, addressing low-altitude airspace allocation and supervision.
It’s still early days, said Gary Ng, a senior economist at Natixis Corporate and Investment Banking.
He expects progress toward commercialization to materialize around 2030, with passenger-carrying eVTOLs for tourism or industrial purposes starting before flying taxi services. Some of the aerial products could become key exports, he said.
China is a latecomer to the industry but now leads in developing small drones and low-altitude airspace investments, said Chen Wen-hua, director at the Hong Kong Polytechnic University’s Research Centre for Low Altitude Economy.
One advantage is the ruling Communist Party’s ability to mobilize regulators, industry players and universities to work toward the same goal, he said. But development of the technologies involved and safety concerns and public acceptance will determine how quickly different applications of drones and low-flying vehicles are adopted.
The future for the low altitude economy is bright, Chen said, “however, the road leading to that bright future might be treacherous.”
____
Associated Press video producer Olivia Zhang and researcher Yu Bing in Beijing contributed to this report.
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HONG KONG — An unmanned, oval-shaped craft from flying taxi maker EHang hovers, whirring noisily like a mini-helicopter over a riverside innovation zone on the outskirts of the southern Chinese business hub of Guangzhou, part of a trial of a mini-flying taxi that once might have been found only in sci-fi films.
In nearby Shenzhen, food-delivery drones already are part of daily life and a novelty attraction for tourists, even if such services cost more. In the waterfront park surrounded by high-rises, Polish tourist Karolina Trzciańska and her friends ordered bubble tea and lemon tea by phone, just to give it a try. Their drinks arrived via a drone buzzing through the drizzle about 30 minutes later.
“This is the first time I’m seeing something like this, so it was super fun to see the food being delivered by the drone,” she said.
Such businesses are growing quickly with support from the government, though the take off of the so-called “low-altitude economy” faces obstacles such as strict airspace controls and battery limitations.
Activities in airspace below 1,000 meters (about 3,280 feet) accounted for business turnover worth 506 billion yuan ($70 billion) in 2023, about 0.4% of China’s economy. By 2035, it’s expected to hit 3.5 trillion yuan (about $490 billion), said Zhang Xiaolan, a researcher at the State Information Center, a think tank affiliated with China’s main planning agency.
Guangdong province, home to drone giant DJI with an estimated 70% of the global commercial drone market, leads in development of the low-altitude economy, followed by wealthy eastern coastal provinces Jiangsu and Zhejiang, near Shanghai, according to a report by a research unit of the Chinese Academy of Sciences, Peking University, and other institutions.
Other big players in Guangdong include EHang, logistics company SF Express’s drone arm Phoenix Wings, and automaker XPENG’s flying car unit ARIDGE.
In October, Guangdong announced it plans to speed up construction of flight service stations and platforms to facilitate airspace operations and will support locally issued discount vouchers for low-altitude tourism.
Its technology and financial hub Shenzhen has launched a 15-million-yuan ($2.1 million) award for companies that earn certifications required for passenger eVTOLs, short for “electric vertical take-off and landing” vehicles that lift off the ground like helicopters, among other incentives.
China’s Civil Aviation Administration has granted certificates allowing EHang to offer commercial passenger services with its pilotless eVTOL, a low-altitude aircraft that can reach speeds of 130 kph (81 mph) with a maximum range of 30 kilometers (19 miles).
EHang hasn’t launched commercial routes, but its vice president, He Tianxing, says it aims to start with aerial sightseeing services. The company has been building takeoff and landing sites in 20 Chinese cities over the past two years. He expects aircraft of various companies will be flying multiple routes, possibly after five years.
He envisions eventual citywide networks using the rooftops of malls, schools and parks as terminals.
“It can’t just be a research product, nor an engineer’s toy,” he said.
The biggest challenge for developing eVTOL aircraft is maintaining longer flights and overcoming battery capacity limitations, said Guo Liming, co-founder of Shenzhen-based Skyevtol, whose single-seat manned eVTOL aircraft, priced at around $100,000, can only fly 20 to 30 minutes before it must be charged.
It also has not all been smooth skies.
In September, two XPENG’s eVTOL aircraft collided after a rehearsal for an exhibition and one of them caught fire while landing. The company said no one was hurt, but another expo canceled flying demonstrations a week later.
Undeterred, XPENG has continued to showcase its flying cars, including a six-wheeled ground vehicle with a detachable eVTOL aircraft. Having invested over $600 million, the company said it has more than 7,000 global orders for its “Land Aircraft Carrier” and has begun preparing for mass production.
A trial run of sightseeing flights in Dunhuang, a key ancient Silk Road destination famous for its Buddhist caves and dunes, is planned for next July.
It’s unclear how quickly such aircraft might begin carrying paid passengers regularly. Some companies elsewhere have burned through their funding before reaching the commercial launch stage. In Germany, air taxi makers Lilium and Volocopter filed for bankruptcy, though the latter was later bought by Diamond Aircraft Group, a subsidiary of a Chinese firm.
After years of commercialization, drone applications are not that widespread in China.
Even though the country leads in drone technology and manufacturing, policy constraints including limited airspace access, may mean overseas markets are more promising, said Frank Zhou, managing director at GBA Low Altitude Technology Co., which provides technological software to clients.
“Perhaps for some Southeast Asian countries, if I introduce these applications to them, their demand could explode,” he said.
Less than one-third of China’s low-altitude airspace was accessible for general aviation use in 2023 and there were problems with uneven distribution and a lack of internet connectivity, Zhang, the State Information Center researcher, said in a report. The number of registered general aviation aerodromes in China, excluding private airports, was just about a tenth of those in the U.S., she said.
Chinese policymakers are gradually working to close the gap. The military generally commands use of most Chinese airspace but has pledged to simplify approval procedures and shorten review times in Shenzhen and five other provinces.
Proposed revisions of the civil aviation law include a chapter on development and promotion of civilian activities, addressing low-altitude airspace allocation and supervision.
It’s still early days, said Gary Ng, a senior economist at Natixis Corporate and Investment Banking.
He expects progress toward commercialization to materialize around 2030, with passenger-carrying eVTOLs for tourism or industrial purposes starting before flying taxi services. Some of the aerial products could become key exports, he said.
China is a latecomer to the industry but now leads in developing small drones and low-altitude airspace investments, said Chen Wen-hua, director at the Hong Kong Polytechnic University’s Research Centre for Low Altitude Economy.
One advantage is the ruling Communist Party’s ability to mobilize regulators, industry players and universities to work toward the same goal, he said. But development of the technologies involved and safety concerns and public acceptance will determine how quickly different applications of drones and low-flying vehicles are adopted.
The future for the low altitude economy is bright, Chen said, “however, the road leading to that bright future might be treacherous.”
____
Associated Press video producer Olivia Zhang and researcher Yu Bing in Beijing contributed to this report.
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The situation around Venezuela has Americans asking to know more.
Across party lines, big majorities say the administration needs to explain what the U.S. intends regarding any action, and that it has not done so clearly yet.
Meanwhile, what Americans hear from the White House about inflation is, they say, not what they’re actually feeling at home: rising prices and worsening economic views.
In the meantime, Americans do not think of Venezuela as a major threat to the US. Instead, more see a minor one, and they are largely opposed to potential military action.
So, the idea of potential U.S. military action in Venezuela meets with widespread disapproval. It doesn’t get overwhelming backing from Republicans either.
Three in four Americans also say Trump would need congressional approval before taking military action in Venezuela, including just over half of Republicans.
Just one in five Americans have heard a lot about the U.S. military buildup in the first place. That may be another expression of that sense of limited information about the purpose.
The current military attacks on boats suspected of bringing drugs find division — just over half approve, driven by nearly universal support among Republicans — though Americans overall overwhelmingly say they should see the evidence that there are drugs.
However, most Americans don’t think U.S. military action in Venezuela would change the amount of drugs coming into the U.S.
Looking more closely within the president’s GOP base: MAGA Republicans are actually more supportive of potential military action than non-MAGA ones.
For context, that is similar to what we’ve seen over time on many issues, including foreign policy, in which that part of the base is largely deferential to the president. (As one example, MAGA was also supportive of the bombing in Iran months ago.) Most of them say the president has explained things, and in turn, are more apt to see any action in Venezuela as decreasing the amount of drugs entering the U.S.
But many who are opposed to military action, including those within the GOP ranks, may also be seeing this in terms of issue priorities. They’re a little more likely to judge the administration on what it does about the economy than those in favor. And most who judge him on the economy think he isn’t spending enough time on it.
There’s a disconnect between how Americans hear the White House describing the economy, and what they’re feeling themselves.
Most Americans say Trump describes things with prices and inflation as better than they really are.
(This includes four in 10 Republicans who say this about Trump. They are also among those more likely to say prices are going up.)
This comes as ratings for the overall economy continue to be low — as they’ve been for years — ticking down this week to their lowest mark in 2025.
Prices, more generally, are still seen by most as going up.
As we head into the holiday season, that economic dissatisfaction includes the majority of Americans who feel President Trump’s policies are making the cost of food and groceries, specifically, go up.
So, that disconnect appears to continue to weigh on the president’s ratings.
There are many ways Americans judge a president. For those who say they judge Mr. Trump most on what he does about the economy and inflation, they overwhelmingly say he isn’t spending enough time on that.
That, in turn, has continued to push his approval on handling the economy and inflation down over the course of several months. That trend continues this week, with assessments of the overall economy, and his ratings for handling the economy and inflation, hitting lows for the year.
More than two-thirds disapprove of his handling of inflation.
He does especially poorly on handling the economy among people who mainly judge him on that.
Among independents, his ratings for handling the economy, and his ratings overall, have also hit lows for the year. That has continued to push his approval rating overall lower over time too, now down to their low point for his second term after a steady decline over recent months.
The president does a little better on his handling of immigration, backed by continued large support from the GOP base, as has been the case for months.
The decline in the president’s overall approval ratings connects to people’s economic priorities in this way: even among those who voted for him in 2024, disapproval today is more likely to come when people are judging him mostly on the economy.
The administration’s deportation program continues to split the country, but support is underpinned by strong approval from Republicans.
Most — particularly those outside the GOP base — continue to feel that ICE is detaining more people than necessary.
But the deportation program is seen by many as more undermining than strengthening the economy.
One possible reason: a third of the country (who tend to live in cities and suburbs) say it is impacting their community for the worse, and they feel people in their area are staying home more as a result of the program.
Americans across party lines think it is important to see the Epstein files released.
Americans overwhelmingly believe they will contain damaging information about powerful people. Most say it’s too soon to know if what’s in them is true. On balance, though, more think that information will be true rather than false.
Republicans are more satisfied with how the Trump administration is handling the Epstein case than they were in the summer. (The survey was conducted just after Trump said Congress should vote to release the files, which they did shortly thereafter.) Today, most others are not satisfied.
However, the president’s Republican base says issues surrounding the files are not important to how they judge him. Nearly two-thirds of Republicans say this doesn’t affect how they evaluate Trump overall. (Independents and Democrats, though, give it comparably more importance in this regard.)
This CBS News/YouGov survey was conducted with a nationally representative sample of 2,489 U.S. adults interviewed between November 19-21, 2025. The sample was weighted to be representative of adults nationwide according to gender, age, race, and education, based on the U.S. Census American Community Survey and Current Population Survey, as well as 2024 presidential vote. The margin of error is ±2.4 points.
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Missed the second half of the show? Anthony Salvanto, CBS News director of elections of surveys, Sen. Rand Paul and Ukrainian Ambassador the U.S Olga Stefanishyna.
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Iowa’s largest school district released a report Friday claiming that it received an abbreviated background check and what was likely a forged transcript when it was hiring its former superintendent, who was charged in a federal indictment with falsely claiming to be a U.S. citizen on a federal form.
Des Moines Public Schools hired Ian Roberts in 2023 with the help of a national consulting firm, JG Consulting, which had initially recommended Roberts and four other candidates to the school board, according to the report from an investigator hired by the district.
The investigator, Des Moines-based attorney Melissa Schilling, concluded based on the contract and communications at the time that the school board reasonably relied on JG Consulting to vet Roberts or disclose limitations in their vetting process. The district is likely to cite the report in their ongoing lawsuit against the Texas-based consulting company, who has said the district is trying to shift blame.
A federal grand jury issued a two-count indictment against Roberts, who is originally from Guyana in South America and was arrested by federal agents on Sep. 26. Roberts resigned his position, is in federal custody and is awaiting trial, which is currently scheduled for March.
Schilling is a labor and employment lawyer who also co-leads her firm’s new crisis management practice, according to the firm’s announcement in July. A district spokesperson said the firm was retained to investigate the selection of JG Consulting for the superintendent search process and the school board’s awareness of discrepancies in Roberts’ records.
The district declined to detail how much the firm was paid for the investigation, which JG Consulting attorney Josh Romero called one-sided.
“It is no surprise that the school district that filed a misguided lawsuit against our company has generated a report – for which JG Consulting was not even interviewed – that misrepresents the facts and attempts to deflect the district’s responsibilities for the hiring of Dr. Roberts,” Romero said in a statement.
Des Moines Public Schools paid JG Consulting $35,000 for facilitating the superintendent search, according to the contract.
Roberts had claimed to be a U.S. citizen on his work eligibility form, providing a driver’s license and Social Security card as supporting documentation. Schilling said Des Moines schools relied on the consulting firm to identify immigration issues since JG Consulting told the district that they were a registered agent with the government’s employment eligibility system, ” E-Verify.”
E-Verify compares information entered by an employer from an employee’s documents with records available to the U.S. Department of Homeland Security and Social Security Administration. But the system has its flaws, recently highlighted in the case of a Maine police officer arrested by immigration authorities even though he was vetted using E-Verify.
Schilling said it was “unknown” whether the firm used E-Verify at the time.
JG Consulting disputes that it was their responsibility, according to a court filing.
“The District had the legal duty and obligation to verify Roberts’ immigration status and work authorization as his employer, and it apparently failed to do so. JG Consulting legally could not, as the non-hiring entity, confirm Roberts’ immigration or work-authorization status,” the court document reads.
Schilling’s report said the background check provided to Des Moines Public Schools by JG Consulting, via a subcontracted third-party company, Baker-Eubanks, only looked at records for the past seven years despite federal law that allows more extensive disclosure for positions paid more than $75,000.
Schilling acknowledged in the report that many state laws prevent access to records, such as arrests or charges, if they did not result in a conviction.
Since his arrest, federal authorities have provided a list of criminal charges in Roberts’ record, including drug possession and intent to sell in 1996 in New York, where state law could have prevented full disclosure of such charges. Officials did not specify the outcome of that charge.
Still, Schilling said a 2012 conviction for reckless driving in Maryland likely would have been disclosed in the background check if it had looked beyond seven years.
The background check did identify — and Roberts did address — a 2022 weapons charge in Pennsylvania, where he was convicted of a minor infraction for unlawfully possessing a loaded hunting rifle in a vehicle. Schilling wrote that JG Consulting called the conviction a “blemish” when they recommended Roberts to the board.
Roberts has also been charged with unlawfully possessing a firearm while being in the country illegally. Officials said he had four firearms, including one found wrapped in a towel in the school-issued vehicle he was driving when he was arrested.
In his application, Roberts had to say whether he was ever charged with a misdemeanor, felony or major traffic violation, such as driving under the influence, according to JG Consulting’s profile for the job. It is not clear how Roberts responded at the time.
Roberts falsely claimed on his application that he obtained a doctorate in urban educational leadership from Morgan State University in 2007, according to documents The Associated Press obtained through a public records request.
Schilling confirmed that board members were provided that resume by JG Consulting during the hiring process, though Roberts himself brought paper copies of a different resume — where he indicated he completed “abd,” or all but dissertation — to his in-person interview with the school board.
Although Roberts was enrolled in that doctorate program from 2002 to 2007, the school’s public relations office confirmed in an email that he didn’t receive that degree. It declined to say which degree requirements he hadn’t met, and it would not provide a copy of his transcript to the AP or to Schilling.
Schilling wrote that she was “fairly confident” that the transcript Roberts provided in his application was forged. She wrote that the background check flagged the discrepancy but interviews with board members indicate the issue was not raised by JG Consulting.
JG Consulting has said the district was aware that he had not obtained a doctorate from that university.
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FIRST ON FOX: Conservative influencer Benny Johnson is leading a new initiative to “Make Housing Great Again” amid concerns that Millennials and Gen Z are being pushed out of homeownership by rising costs, stagnant wages and regulatory burdens.
The new initiative, which is being announced Friday, will be led by the America First Policy Institute (AFPI) with help from Johnson, who will be the initiative’s co-chair and national spokesperson, serving as the voice of the initiative. Johnson will also help lead a business advisory council related to making housing more affordable.
“Benny has 4 million followers. He is, you know, so influential. He’s been talking about this a lot on his own social media platforms, and so he is the perfect person to help deliver the policies,” Ashley Hayek, AFPI’s Executive Vice President and co-chair of the initiative, told Fox News Digital. “He has young children. I have young children. And for us, we are both very fired up about this issue.”
I WORKED WITH CHARLIE KIRK FOR MORE THAN A DECADE. AMERICA LOST A FUTURE PRESIDENT
Conservative influencer Benny Johnson will be the voice of the America First Policy Institute’s new ‘Make Housing Great Again’ initiative launched on Friday. (Brett Carlsen and Daniel Acker/Bloomberg via Getty Images)
Hayek pointed out that advocating for policy is, at least in part, a messaging war, and Johnson’s ability to articulate himself well will help with that. Additionally, he has the attention of many young people, who Hayek noted often aren’t aware of the tools out there to help them buy a home.
Greg Sindelar, AFPI’s interim president, added that the current culture in the United States “too often diminishes traditional aspirations,” like homeownership and building a family, which has taken a toll on younger generations.
Even Democrats tend to agree. Former Democrat congressman and ambassador to Japan, Rahm Emanuel, wrote an op-ed in the Washington Post in August explaining how the increased difficulty of homeownership is depressing young men, particularly due to the fact that buying a home is often seen as such a pivotal part of achieving the American Dream.
“Rising costs, stagnant wages, regulatory burdens, and a culture that too often diminishes traditional aspirations have left millions feeling directionless and forgotten,” Sindelar said. “AFPI is committed to reversing this trend by advancing meaningful, actionable policy solutions rooted in the principles of the America First movement.”
The new initiative, announced Friday, laid out a list of policy proposals it plans to advance across government of all levels.

Single family homes in a residential neighborhood in San Marcos, Texas, US, on Tuesday, March 12, 2024. (Jordan Vonderhaar/Bloomberg via Getty Images)
Among those proposals is a push to eliminate capital gains taxes on first home sales as long as they reinvest in another home within the following five years. This proposal is aimed at mirroring the spirit of President Donald Trump’s “Opportunity Zones” aimed at accelerating wealth and economic development for low-income communities.
“Homes are too expensive and totally out of reach for young people. The slow death of the American Dream is happening before our eyes. It is a generational betrayal and we must reverse this trend by Making Housing Great Again,” Johnson told Fox News Digital. “Today, the average age of a first-time homebuyer in America is 40 years old. That is well past the optimal age for marriage and family creation. The battle for homeownership is a battle for our cultural and civilizational survival. We need more young people to get married and start families and that cannot happen without a culture of homeownership. We must deliver on this promise for our young people. The American Dream hangs in the balance.”
Another proposal includes a push for the creation of “Home Savings Accounts” similar to a Health Savings Account (HSA) that allows individuals to contribute pre-tax dollars to pay for their healthcare needs.
One proposal also includes a plan to reduce regulations and increase incentives across states and localities that have restricted the development of new housing supply. One example they point to is “green building standards,” which the initiative says bloats costs for builders. By getting rid of these regulations, they say that it will dramatically reduce the cost for builders, who will then in turn be able to increase supply.

Conservative commentator Benny Johnson has 3.8 million followers on X and 5.6 million YouTube subscribers. (Fox News Digital)
CLICK HERE TO DOWNLOAD THE FOX NEWS APP
Other proposals include measures to stop predatory lending to young people, while promoting innovative housing like tiny homes.
Tax-focused proposals are in the mix as well, such as a “Family Formation Mortgage Credit,” aimed at making family formation and homeownership financially synergistic. It will give families that marry and have a child within five years a $10,000 reduction on their mortgage through a refundable tax credit. The initiative will also push to double the child-tax credit for households filing their taxes jointly and own a home, or are planning to own one.
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BOSTON — Gov. Maura Healey is joining a chorus demanding the Trump administration release federal dollars aimed at helping low-income people heat their homes with winter fast approaching.
On Thursday, Healey blasted President Donald Trump for delays in distributing Low Income Home Energy Assistance Program funding, which comes even after the federal government reopened last week following a 43-day shutdown. The Democrat said the Trump administration has said it will not release LIHEAP money to states until the end of the month.
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By Christian M. Wade | Statehouse Reporter
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Just a few weeks ago, a December interest rate cut was viewed as practically a done deal by many economists. Now, with fresh government data showing solid U.S. job growth in September, many forecasters think the Federal Reserve is likely to hold off lowering borrowing costs when policy makers meet next month.
The probability of a Federal Reserve rate cut now stands at 22%, down from a likelihood of 97% as of mid-October, according to economists polled by financial data company FactSet. CME Fedwatch, a tool that forecasts rate cuts based on changes in the 30-Day Fed Funds futures prices, gives slightly better odds of a reduction, at about 41%.
Translation: Wall Street economists and traders alike expect the Fed to leave rates unchanged at its next two-day meeting on Dec. 9-10. That would amount to a pause in the central bank’s recent move to lower lending rates, coming after two consecutive cuts in September and October.
The shift in expectations for future Fed rate cuts follows a six-week blackout in federal economic data because of the government shutdown, a hiatus that hindered the central bank’s ability to assess key economic trends. Last month, Fed Chair Jerome Powell cautioned that a December rate cut wasn’t a “foregone conclusion,” pointing to signs that the job market remains on firm ground.
The Fed is more likely to lower its benchmark federal funds rate — or what banks charge each other for short-term loans — if officials conclude that the job market and broader economic growth are in danger of stalling. But Thursday’s jobs data showed that employers continued to hire at a healthy clip in September.
“Given that today’s numbers were not a bad as feared, in conjunction with hawkish statements from the Fed recently, it does appear that the Fed will skip a cut in December,” Preston Caldwell, chief U.S. economist at Morningstar, said in an email.
He added, “But with the negative trend in labor markets remaining in place, we’d expect the Fed to resume cutting in their next meeting in January 2026, if they don’t cut this December.”
The federal funds rate is currently sitting in a range of 3.75% to 4%.
A move by the Fed to dial back rate cuts in 2026 could keep borrowing costs for homes and cars elevated. Pricier mortgages and auto loans are also reinforcing the feeling among many Americans, reflected in sentiment polls, that the cost of living remains too high.
The Federal Reserve’s so-called dual mandate requires monetary policymakers to keep both inflation and unemployment in check. The central bank cited the slowing labor market when it twice trimmed borrowing costs this fall.
But the latest payroll gains released Thursday showed that employers hired 119,000 people in September — more than double what most economists had forecast. The nation’s unemployment rate ticked up from 4.3% to 4.4%, the highest level since October of 2021. The increase in the jobless rate suggests more people are re-entering the workforce to search for a job, economists said.
At the same time, inflation has edged up, climbing at an annual rate of 3% in September. That puts pressure on the Fed to keep price increases from spiraling higher, with some policymakers expressing concern over persistent inflation.
The mixed economic picture is complicated by the absence of more recent official data. The Bureau of Labor Statistics said this week that it will fold some October jobs data into its November report, which is set for release after the Fed’s next meeting, on Dec. 16.
“September’s payroll numbers may have surprised to the upside, but in terms of the Fed’s December interest rate decision, October is what mattered,” Ellen Zentner, chief economic strategist for Morgan Stanley Wealth Management, said in an email. “With that data now delayed until after the FOMC meeting, the Fed’s rate-cut path has more question marks.”
She added, “Overall, the available economic data has supported a December cut, but given the Fed’s cautious bent, it may choose to wait until it has more numbers in hand.”
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