A pilot flying an F-22 Raptor fighter has issued commands to a YFQ-44A Fury Collaborative Combat Aircraft (CCA) drone in a first-of-its-kind test. This is an important development for the U.S. Air Force’s CCA program, as its F-22s are set to be the first aerial ‘quarterbacks’ for these uncrewed aircraft once they enter operational service.

The Air Force and Anduril, Fury’s prime contractor, announced the “airborne tactical-control demonstration” today, but it occurred sometime earlier this month. An Anduril spokesperson confirmed directly to TWZ that this was a first for an F-22 and a pre-production YFQ-44A. Last month, the company disclosed tests involving Fury flying in formation with F-35 fighters, but stressed that the latter were not yet issuing commands to the former in mid-air. A Fury drone also launched an AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM) for the first time earlier this year.

The Air Force has orders in now for production of FQ-44As, as well as General Atomics’ FQ-42A Vengeance drones, under the first phase, or Increment 1, of its CCA program. The service is still planning to acquire additional CCAs, which could be of entirely different types, through a follow-on Increment 2. The goal now is to have a fleet of at least 500 Increment 1 CCAs by 2032. The recent test is part of efforts to lay the groundwork for an initial tranche of CCAs to start entering operational service around the end of the decade.

“During the demonstration, an F-22 pilot served as an airborne ‘quarterback,’ issuing high-level tactical directives to a single YFQ-44A,” according to a press release from the Air Force. “The aircraft’s onboard autonomy software interpreted and executed those directives in real time, conducting dynamic flight maneuvers and simulated combat tasks.”

“The event brought together personnel from the 412th Test Wing, 422nd Test and Evaluation Squadron, 309th Software Engineering Group, Experimental Operations Unit, F-22 System Program Office and the CCA Software Autonomy and Teaming Branch,” according to the Air Force release.

The Experimental Operations Unit (EOU) mentioned here is based at Nellis Air Force Base in Nevada and has been leading efforts to pave the way for future Air Force CCA operations.

The “Fury and an F-22 both took off [from] Edwards AFB [Air Force Base in California] and joined up midair,” according to a separate release from Anduril. “While in flight, the Raptor pilot sent an updated mission plan to Fury using a tactical data link, commanding Fury through operationally-relevant maneuvers from the cockpit of the crewed quarterback.”

Neither the Air Force nor Anduril provided further details on how the F-22 was configured for this test. Past Air Force budget documents have mentioned the need to integrate “tablets, cables, and associated materials” onto the Raptor for this purpose. A single Raptor is also expected to be able to manage multiple CCA drones simultaneously.

The Raptor’s prime contractor, Lockheed Martin, has certainly been working with the Air Force to develop the relevant control architectures and user interfaces for that fighter, as well as the F-35. In terms of in-cockpit user interfaces for controlling drones, known work to date has centered largely on the use of touchscreen tablet-like devices, but this is understood to just be a starting point. Though tablet-based interfaces are a workable option, questions and criticisms about increased workload, especially for pilots in single-seat fighters, have been raised in the past.

It is also worth noting here that General Atomics announced a similar demonstration involving a Raptor and an MQ-20 Avenger back in November 2025. General Atomics has been using the MQ-20 as a CCA surrogate in various types of testing. What the plan might be now to demonstrate the F-22’s ability to control an FQ-42A in flight is unclear. General Atomics has previously released a picture of a Vengeance drone flying in formation with, though not being directly controlled by, Air Force fighters.

In addition, Fury and Vengeance are set to make their debut in a large-scale exercise before the end of the year. Bringing the CCAs to the next iteration of Exercise Emerald Flag will give the Air Force further opportunity to test them in a more operationally relevant context alongside crewed fighters.

“We have not yet done a LFE [large-force employment exercise] with these [CCAs], for real. The first one is going to be Emerald Flag. That’s in December,” Lt. Col. Lyndon “OTTO” Bartlett, the EOU’s Director of Operations, said during a panel at the Air & Space Forces Association’s (AFA) 2026 Air, Space & Cyber Conference in September, at which TWZ was in attendance. “That’ll be our first tip [sic] dip of the toe in an actual force integration.”

The EOU, working together with other Air Force elements and industry partners, still has to answer a host of other outstanding questions unrelated to tactical operations. CCAs will be deployed, launched, recovered, supported, and otherwise operated in ways that are distinct from their crewed counterparts, and for which new policies and procedures will need to be developed. Just making sure human pilots have trust in their uncrewed wingmen operating as expected will be critical, underscoring the specific importance of the demonstration disclosed today. All of this applies equally to the U.S. Marine Corps and U.S. Navy CCA programs, which are being run in very close coordination with the Air Force’s efforts.

When it comes to the recent test involving the F-22 and the YFQ-44A, “this achievement demonstrates what is possible when we are aligned with industry on a shared imperative: delivering capability to the warfighter at unprecedented speed,” Secretary of the Air Force Troy Meink said in a statement today. “We are driving urgency into every part of acquisition from rapid integration and flight learning to disciplined assessment, so we can turn promising technology into combat capability at the pace the threat demands.”

“This flight shows the power of crewed-uncrewed teaming and the advantage it provides our warfighters,” Air Force Chief of Staff Gen. Ken Wilsbach also said. “We must test often, learn fast, and give commanders what they need, when they need it.”

“The U.S. Air Force’s CCA program is the fastest moving, most mature CCA program anywhere in the world, and will be the first to field operational aircraft,” Mark Shushnar, Anduril’s Vice President of Autonomous Airpower, said as well. “Getting there demands that Anduril and the U.S. Air Force work together to prove out the capability, define the operational procedures, and build trust between operators and their semi-autonomous wingmen.”

With all this in mind, an F-22 issuing orders to a YFQ-44A in mid-air is an important new sign of what is on the horizon for the U.S. Air Force, though there is still work to be done.

Contact the author: joe@twz.com

The post F-22 Pilot Controls FQ-44 Fighter Drone From The Cockpit For The First Time appeared first on TWZ.

Pelas 02H46, os bombeiros mistos de Alcácer do sal foram acionados para um acidente rodoviário na A2, ao quilómetro 57.8, no sentido Sul/Norte. Tratou-se de uma colisão que envolveu um veículo pesado de mercadorias e um ligeiro de passageiros, segundo fontes operacionais no local. Do sinistro resultou um ferido que, após receber assistência pré-hospitalar, foi evacuado para o Hospital de Setúbal.

No local estiveram meios de apoio e socorro, nomeadamente a SIV de Alcácer do Sal, a Unidade Nacional de Trânsito da Guarda Nacional Republicana de Grândola e as equipas da Brisa, segundo a mesma fonte.

Por: Dino Frazão
17 de outubro de 2026
Fotos: Bombeiros mistos de Alcácer do sal
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O conteúdo Colisão entre pesado e ligeiro na A2 faz um ferido encaminhado para o Hospital de Setúbal aparece primeiro em OS MONHACAS.

With 'Colin From Accounts' now behind him, the actor-writer the collaboration with his wife became a sleeper hit, upping his game with roles in 'The Devil Wears Prada 2' and 'Last Seen' and auditioning with his hands tied.

Italy and five other member states have failed to secure a further postponement of the EU’s new carbon market for heating and transport fuels, although European leaders have ordered a fresh assessment of its impact on households and businesses.

European Union leaders have resisted demands for another postponement of carbon pricing for road transport and building fuels, exposing deep disagreements over climate policy, industrial competitiveness and the burden of energy costs on European households.

At the European Council summit in Brussels on 15–16 October, the Visegrad countries — Poland, Hungary, Slovakia and the Czech Republic — pressed for the second European Emissions Trading System, known as ETS2, to be delayed until 2030. Italy and Greece joined calls for greater flexibility over carbon costs, although Rome also sought a national exemption from aspects of the energy-price regime rather than simply a uniform delay. No further postponement was agreed.

The European Council conclusions call on the European Commission to update its assessment of ETS2, particularly its design and safeguards. Leaders also demanded action to reduce volatility in the existing carbon market and limit the effect of carbon prices on electricity costs.

The outcome stops short of the further postponement sought by several governments, but demonstrates how far energy affordability has moved towards the centre of European climate negotiations.

The growing rebellion over ETS2

ETS2 is designed to extend the principle of carbon pricing to fuels used for heating buildings, road transport and certain smaller industrial activities. Unlike the existing Emissions Trading System, which covers large industrial installations and power generation, the new mechanism reaches sectors closely connected to everyday household expenditure.

Under the scheme, fuel suppliers must purchase allowances corresponding to the emissions associated with the fuels they sell. Households and motorists will not buy allowances themselves, but suppliers may pass those additional costs through to customers.

That distinction is fundamental. A policy designed to encourage investment in cleaner heating systems and vehicles may initially appear to consumers as an increase in petrol, diesel and domestic heating bills.

The current legislative timetable provides for ETS2 to become operational in 2028, following an earlier one-year postponement. The latest demands from several Central European governments would push that date back to 2030.

Their argument is that consumers and smaller businesses cannot reasonably be expected to absorb another source of energy-price pressure while European economies continue to contend with geopolitical uncertainty, expensive fuel and comparatively weak industrial competitiveness.

Czech Prime Minister Andrej Babiš has been particularly outspoken in his criticism, arguing that carbon pricing risks weakening Europe’s industrial base and making everyday life more expensive.

Italy has supported calls for greater flexibility, with Prime Minister Giorgia Meloni presenting the discussion as part of a wider attempt to restore competitiveness and make the transition more affordable.

Why other governments opposed another delay

The initiative encountered resistance from governments concerned that repeatedly postponing established climate legislation would weaken investment certainty and reduce confidence in European policy.

The Nordic member states have been particularly reluctant to reopen the timetable. Their position reflects a broader concern that businesses investing in clean technologies need credible long-term rules, rather than legislation liable to be revised whenever political opposition intensifies.

Carbon pricing is intended to change economic incentives gradually. Higher costs for carbon-intensive fuels are supposed to make alternatives such as better-insulated buildings, electric vehicles and cleaner heating more financially attractive.

Critics of further postponement argue that delaying implementation would also delay those incentives, potentially increasing the eventual cost of reaching the Union’s emissions-reduction targets.

Yet the opposition has exposed a weakness in that argument: consumers cannot always respond quickly to price signals. A household relying on an older heating system or a worker with no practical alternative to driving may face higher costs long before affordable low-carbon options become available.

That issue has been central to earlier discussions over ETS2. EU Today reported on stronger carbon-price safeguards in June, when European institutions moved to provide additional market intervention if allowance prices rose sharply.

Commission ordered to reassess the economic impact

Rather than endorsing a new delay, European leaders have asked the Commission to review ETS2’s economic impact and safeguards.

The summit also urged faster progress on adjustments to the Market Stability Reserve, the mechanism intended to help manage the supply of carbon allowances and prevent excessive price volatility.

Under the existing scheme, market interventions can increase or reduce allowance availability in response to defined conditions. For ETS2, safeguards are especially politically sensitive because the cost of carbon allowances may ultimately be reflected in household transport and heating expenditure.

The European Commission’s updated auction arrangements already envisage auctions of ETS2 allowances beginning in 2027, ahead of the system’s operational launch in 2028.

That timetable gives governments a relatively narrow window to settle the remaining political disputes and put protective measures into effect.

A central part of the response is the Social Climate Fund, intended to support vulnerable households, transport users and small businesses through investments in energy efficiency, cleaner heating, improved transport and temporary financial assistance.

EU Today previously examined the European Investment Bank’s €3 billion advance financing initiative, which aims to accelerate support for households before the new carbon market becomes fully operational.

The central practical question is whether such assistance reaches consumers quickly enough to offset rising costs, particularly in member states where incomes are lower and households remain heavily dependent on fossil fuels.

Climate commitments meet industrial reality

The ETS2 dispute is connected to a broader argument over Europe’s existing carbon market and its effects on energy-intensive industries.

Manufacturers already face substantial costs arising from electricity, fuel, regulatory requirements and international competition. Governments concerned about deindustrialisation argue that European climate policy must account more directly for these pressures.

The summit conclusions acknowledged those concerns by demanding a predictable carbon market that limits price volatility and protects industry against the relocation of production to jurisdictions with less demanding environmental rules.

At the same time, leaders reaffirmed the importance of maintaining carbon pricing as an incentive for investment and emissions reduction.

For the governments seeking a postponement, the Commission’s new assessment offers an opportunity to maintain pressure for further concessions. For governments defending the existing timetable, it provides an alternative to another politically damaging delay.

The immediate result is therefore a compromise over scrutiny rather than a change in law. ETS2 remains scheduled for 2028, while Brussels must demonstrate that its safeguards can withstand both market volatility and political opposition.

The next phase will be determined less by arguments about long-term emissions targets than by the ability of EU institutions and national governments to show households and businesses how the transition can be financed without placing disproportionate costs on those least able to adjust.

L'ordine esecutivo firmato dal presidente arriva una settimana dopo l'accordo sul diesel russo

The two-day, fan-focused festival arrives in Los Angeles this weekend, headlined by the chart-topping boy group ATEEZ.

Em sessão solene do Congresso Nacional, foi promulgada nesta sexta-feira (16) a Emenda Constitucional nº 141 de 2026, que põe fim à escala de seis dias de trabalho e apenas um de descanso (6x1) e prevê a escala 5x2, com duas folgas por semana. Com isso, a partir de 15 de dezembro de 2026, a nova jornada entra em vigor em todo país, considerando o período de transição de 60 dias estabelecido na lei. 

A emenda também incluiu uma redução gradual da jornada de trabalho das atuais 44 horas para 40 horas semanais, sem redução salarial, dentro de um período de transição de 14 meses. Após 60 dias, a redução já deverá ser de duas horas semanais. Confira os prazos:

• escala de 5 dias de trabalho com 2 dias de descanso (após 60 dias); 
• redução da jornada de 44 horas para 42 horas semanais (após 60 dias);
• jornada de 42 horas para 40 horas semanais, mantida a escala 5x2 (em 14 meses).  

Horas trabalhadas

Notícias relacionadas:

• Fim da escala 6x1 traz esperança de mais tempo para família e saúde.
• Fim da 6x1: saiba quando entra em vigor nova jornada de trabalho.
• CUT elogia fim da “massacrante” 6x1; CNI quer revisar PEC aprovada .

No intervalo entre o segundo e o 14º mês após a promulgação, o empregador deverá distribuir, ao longo da semana, as duas horas acima das oito normais de serviço. Se repartidas igualmente, o empregado terá que trabalhar 8 horas e 24 minutos nos cinco dias na semana. 

Finalizada a fase de transição, todos os empregados devem trabalhar, no máximo, oito horas diárias e 40 horas semanais em cinco dias na semana. Para trabalhar mais horas, apenas mediante pagamento de hora-extra. 

Compensação 

O texto permite, excepcionalmente, e mediante convenção ou acordo coletivo de trabalho, que seja estabelecido regime compensatório que permita escala diferente da 5x2. 

Nesses casos, os trabalhadores precisam ser compensados no mesmo “mês-calendário”, garantindo “o gozo de pelo menos um dos dias dentro do período máximo de uma semana de trabalho”. 

Ou seja, um trabalhador pode fazer ainda a escala 6x1, desde que prevista em acordo coletivo. Nesse caso, o dia trabalhado a mais terá que ser compensado com uma folga dentro do mesmo mês.

Ao final desse mês, ele terá que ter gozado, na média, o equivalente a duas folgas remuneradas por semana. 

Terceirizados da administração pública

A regra de transição para os trabalhadores terceirizados do poder público é diferente, sob o argumento de “evitar riscos de descontinuidade na prestação de serviços públicos essenciais executados mediante terceirização”. 

As empresas que prestam serviços para o Estado terão prazo de 12 meses após a promulgação da emenda, e não 60 dias como as demais, para acabar com a escala 6x1 dos empregados. 

Salários acima de 21 mil 

A legislação ainda que a redução da jornada diária não se aplicará aos empregados com diploma de nível superior com remuneração mensal igual ou superior a 2,5 vezes o limite máximo dos benefícios do INSS. Atualmente, essa conta dá R$ 21.188,87. 

Nesses casos, a redução da jornada só ocorrerá por liberalidade do empregador (quando é concedido sem obrigação legal) ou se estiver prevista em acordo ou convenção coletiva de trabalho. O texto, contudo, determina a realização da escala 5x2 nestes casos.  

The mission is slated to launch into low Earth orbit in 2027 and will test rendezvous and docking capabilities.

Dopo una giornata di stallo e scontri, nella notte i Ventisette leader della Ue hanno trovato un compromesso sul sistema europeo di scambio delle quote di emissione (Ets), ma senza accogliere la richiesta di rinviare il nuovo mercato del carbonio per edifici e trasporti. Nelle conclusioni del Consiglio europeo entra, su pressione dell’Italia e dei Paesi del gruppo Visegrad, l’invito alla Commissione a rivalutare tutti gli impatti dell’Ets2, con particolare attenzione alla struttura del sistema e alle misure di salvaguardia. Un risultato politico per Giorgia Meloni, che però non cambia la tabella di marcia: l’allargamento del meccanismo a case e trasporti resta previsto dal 2028. La partita, del resto, va oltre il mercato delle emissioni. Al centro c’è il conflitto tra la richiesta di alleggerire i costi della transizione per famiglie e imprese e la difesa di una politica climatica che una parte dei governi considera indispensabile anche per ridurre la dipendenza europea dai combustibili fossili.

La mediazione raggiunta nella notte mostra tutti i limiti della strategia italiana. Roma ha fatto asse con i Paesi del gruppo Visegrad per chiedere correttivi al sistema, ma non ha trovato una sponda sufficiente per ottenere il rinvio dell’Ets2 che farà pagare un prezzo alle emissioni di anidride carbonica generate dai combustibili utilizzati per riscaldare gli edifici e alimentare i trasporti. Il nuovo sistema dovrebbe partire nel 2028.

Il testo delle conclusioni chiede un mercato del carbonio più trasparente e prevedibile, una riduzione della volatilità dei prezzi e misure per attenuare le ricadute sulle bollette elettriche. Ma ribadisce anche il ruolo dell’Ets nella transizione energetica e climatica, attraverso un prezzo delle emissioni capace di orientare investimenti e innovazione. La revisione, dunque, non mette in discussione il principio del sistema, ma apre alla possibilità di intervenire sul suo funzionamento. “Il Consiglio europeo invita la Commissione Ue ad aggiornare la valutazione di tutti gli impatti dell’Ets2, in particolare per quanto riguarda la sua struttura e le sue misure di salvaguardia”, si legge. Il testo “ribadisce la necessità di garantire con urgenza un mercato del carbonio ben funzionante, trasparente e prevedibile, di ridurre la volatilità del prezzo del carbonio e di mitigarne l’impatto sui prezzi dell’energia elettrica, preservando al contempo il ruolo essenziale dell’Ets”.

La richiesta italiana di correggere gli effetti delle politiche climatiche si scontra con i governi nordici, contrari a indebolire la transizione, e con la posizione di Commissione, Germania e Francia. Proprio Berlino e Parigi stanno cercando una convergenza sul futuro dell’industria automobilistica europea, un dossier destinato a pesare sulle prossime decisioni comunitarie. Per Meloni, la strada potrebbe essere quella di chiedere deroghe temporanee nazionali, sul modello dell’eccezione concessa nel 2023 a Spagna e Portogallo per contenere il prezzo dell’elettricità. Ma per ora è un’ipotesi, non un risultato del Consiglio.

Meloni ha portato al vertice anche il tema della flessibilità delle regole fiscali di fronte al caro energia, chiedendo di considerare l’aumento dei prezzi come un fattore esterno determinante. Su questo punto, il sostegno è stato limitato: soltanto la Grecia si è schierata apertamente con Roma. La presidente della Commissione Ursula von der Leyen ha ribadito la necessità di prudenza sui conti pubblici, indicando nella possibile proroga del regime degli aiuti di Stato per la crisi energetica una delle poche leve disponibili nel brevissimo periodo.

L'articolo Scontro al Consiglio Ue sul sistema delle quote di emissione. Poi il compromesso: “Valutare gli impatti dell’applicazione a edifici e trasporti” proviene da Il Fatto Quotidiano.

“Wake up, Link!” High in his treehouse, a pointy-eared boy named Link is roused by the call of a fairy. He is the only resident of the Kokiri Forest without a winged companion, until Navi bursts into his dreams to tell him that his destiny lies far beyond that sheltered corner of the woods. Thus begins a journey that will lead him to a princess, pit him against a threat determined to plunge the kingdom of Hyrule into darkness and, seven years later, task him with saving a world that has fallen into the clutches of evil.

Seguir leyendo

Os fãs de “Avenida Brasil” tiveram uma prévia do que vem por aí na continuação da novela. Parte do elenco da nova produção se reuniu publicamente pela primeira vez na quarta-feira (14), durante o Upfront Globo 2027, realizado em São Paulo, evento em que a emissora apresentou novidades sobre seus próximos projetos.

Entre os artistas que marcaram presença estavam Adriana Esteves, Murilo Benício, Débora Falabella, Cauã Reymond, Eliane Giardini, Marcos Caruso, Leticia Isnard, Thalita Carauta, Karol Lannes, Thomas Aquino, Jessica Ellen e Mel Maia.

A sequência contará novamente com personagens que conquistaram o público em 2012. Adriana Esteves voltará como Carminha, Débora Falabella interpretará Nina, Murilo Benício retomará o papel de Tufão e Cauã Reymond estará de volta como Jorginho. A trama também apresentará novos personagens e conflitos.

Durante o evento, Adriana brincou sobre os desafios de reviver a vilã que marcou sua carreira. “Estou preocupada com meus picos de pressão, porque fazer a Carminha não é nada mole”, comentou.

Débora Falabella também deu pistas sobre a produção e afirmou que a história terá uma nova abordagem. “Avenida Brasil volta toda repaginada”, declarou.

Mel Maia também retorna à trama

Conhecida por interpretar Rita na primeira fase da novela original, Mel Maia está confirmada no elenco da continuação. A atriz aproveitou a ocasião para brincar sobre a possibilidade de ganhar uma produção própria no futuro.

“E ainda bem que eu volto pra Avenida Brasil 2, mas eu não volto com uma Nina não, gente. Quem sabe a minha próxima personagem não ganhe uma novelinha só pra ela?”, disse.

O que vai acontecer em “Avenida Brasil 2”?

A história se passa 14 anos depois dos acontecimentos que agitaram o fictício bairro do Divino. Nesse novo cenário, Tufão construiu uma carreira de sucesso como empresário e sua família parece viver uma fase tranquila e unida.

Carminha, por sua vez, terá passado anos na prisão e, após recuperar a liberdade, aparentará ter mudado de vida. A personagem passa a ser reconhecida pelo trabalho social voltado a famílias em situação de vulnerabilidade, realizado depois da desativação do lixão onde vivia Lucinda, sua mãe.

A antiga vilã também tentará reconstruir a relação com a filha, Agatha, interpretada por Karol Lannes. A aproximação fará com que Carminha volte a ser aceita pela família de Tufão. No entanto, a produção deixará em aberto uma questão central: a transformação da personagem é verdadeira ou faz parte de um novo plano?

Em comunicado à imprensa, o autor João Emanuel Carneiro adiantou que a trama vai explorar os impactos do retorno de Carminha na vida dos antigos personagens, especialmente na trajetória de Nina. A continuação também mostrará novos rostos e revelará o que aconteceu com os moradores do Divino ao longo dos anos.

Novos personagens movimentam o Divino

Além de recuperar figuras conhecidas, a novela apresentará novos conflitos e relações. Thomás Aquino interpretará Renan Vitória, um líder comunitário que se aproxima de Carminha. A relação entre os dois promete trazer disputas e questionamentos sobre quem realmente controla os rumos do bairro.

Jéssica Ellen dará vida a Jade, uma jovem que sonha em estudar engenharia genética nos Estados Unidos e busca se afastar de um relacionamento tóxico. Já Thalita Carauta interpretará Salomé, personagem que deve acrescentar humor e carisma à história.

Com o retorno de parte do elenco original e a chegada de novos personagens, “Avenida Brasil 2” pretende revisitar o universo que marcou a teledramaturgia brasileira, apresentando novas disputas e mostrando como a vida dos moradores do Divino mudou com o passar do tempo.

The post Elenco de “Avenida Brasil 2” se reúne pela primeira vez e revela novidades da continuação appeared first on Diário da Manhã - O Jornal do leitor Inteligente.

Former special forces officer Sergiy Kuznietsov facing charges including 'war crime,' attacking civilian infrastructure; Kyiv consistently denies it was behind Baltic Sea blast

O governo do presidente Luiz Inácio Lula da Silva (PT) anunciou nesta terça-feira (13) o envio de um Projeto de Lei Complementar (PLP) ao Congresso Nacional para permitir o perdão de R$ 12,6 bilhões em dívidas tributárias de aproximadamente 3,6 milhões de microempreendedores individuais (MEIs). A proposta integra um conjunto de medidas voltadas à redução do endividamento e ao apoio a pequenos negócios.

A iniciativa faz parte do programa Prospera MEI e pretende facilitar a regularização fiscal de trabalhadores que acumulam débitos com a União. A medida, no entanto, depende da tramitação e da aprovação do projeto pelo Congresso Nacional para entrar em vigor.

Os números apresentados pelo governo indicam que cerca de metade dos microempreendedores incluídos na estimativa possui dívidas superiores a R$ 3 mil. Os débitos considerados na proposta são aqueles inscritos na Dívida Ativa da União.

Pacote prevê recursos para pequenos negócios

Além da anistia tributária, o Prospera MEI prevê a destinação de R$ 5 bilhões, entre 2027 e 2030, para apoiar o desenvolvimento de pequenos negócios. A proposta estabelece a concessão de recursos não reembolsáveis, ou seja, valores que não precisarão ser devolvidos pelos beneficiários.

Cada empreendedor poderá receber até R$ 5 mil para investir na própria atividade, mediante a apresentação de um projeto. O dinheiro poderá ser utilizado na compra de equipamentos, aquisição de materiais e contratação de serviços necessários à melhoria ou à ampliação do negócio.

A iniciativa também pretende alcançar empreendedores que enfrentam dificuldades para obter crédito bancário por causa de restrições financeiras, baixa pontuação de crédito ou falta de garantias.

Mulheres e microempreendedores com menor faturamento estão entre os públicos que deverão ter prioridade no acesso aos recursos. A execução dos projetos deverá contar com a participação do Serviço Brasileiro de Apoio às Micro e Pequenas Empresas (Sebrae) e do Serviço Nacional de Aprendizagem Industrial (Senai).

Governo também prevê renegociação de dívidas bancárias

O pacote inclui medidas para ampliar as possibilidades de renegociação de dívidas bancárias contraídas por MEIs por meio de seus CNPJs. A proposta prevê a inclusão desses débitos no Desenrola Brasil 3.0, com regras a serem detalhadas pelo Ministério da Fazenda.

O mecanismo deverá permitir a negociação de dívidas com descontos que podem chegar a percentuais elevados, dependendo das condições de cada operação. Os critérios de participação e os benefícios efetivamente disponíveis dependerão da regulamentação.

A iniciativa busca aliviar o comprometimento da renda dos pequenos empreendedores com obrigações financeiras e ampliar as condições para a continuidade das atividades comerciais e de prestação de serviços.

Limite de faturamento também está em discussão

Outra medida defendida pelo governo é a ampliação do limite de faturamento anual permitido para o enquadramento como microempreendedor individual. Atualmente, o teto é de R$ 81 mil.

A proposta em discussão prevê elevar o limite para R$ 110 mil em 2027 e R$ 140 mil em 2028. O texto também prevê ampliar de um para dois o número de empregados que um MEI pode contratar.

A mudança depende de aprovação legislativa. Se implementada, permitirá que empreendedores com faturamento superior ao limite atual permaneçam no regime, desde que respeitem as demais condições previstas na legislação.

O conjunto de medidas também inclui iniciativas para reduzir exigências burocráticas relacionadas à emissão de notas fiscais no contexto da reforma tributária.

Perdão ainda depende do Congresso

Embora o governo tenha anunciado a proposta de anistia, o perdão das dívidas não ocorre automaticamente com o envio do projeto. O texto precisará ser analisado pelos parlamentares, que poderão discutir seu alcance e suas condições.

A medida também se diferencia dos programas de renegociação já oferecidos pela Procuradoria-Geral da Fazenda Nacional (PGFN), nos quais os contribuintes podem obter descontos e parcelar débitos conforme as regras estabelecidas.

Com o Prospera MEI, o governo reúne propostas de regularização tributária, apoio financeiro e mudanças nas regras de funcionamento dos pequenos negócios. A implementação de cada iniciativa dependerá do instrumento legal correspondente e, nos casos que exigem aprovação legislativa, da conclusão da tramitação no Congresso.

The post Governo Lula propõe perdão de R$ 12,6 bilhões em dívidas de 3,6 milhões de MEIs appeared first on Diário da Manhã - O Jornal do leitor Inteligente.

No dia 31 de outubro, os Skip the Drama, organizam o Riffs’n’Bones #2, uma noite de Halloween com quatro bandas de punk rock, hardcore e nu metal, no Rock da Baixamar, em Tavira. Um Halloween mais barulhento, com uma noite de riffs, guitarras, mosh, cerveja e algum caos pelo caminho!! Este ano contam com quatro […]

VTM

Segundo informação do Comando Sub-regional do Douro, o homem acabou por morrer no local, tendo o óbito sido confirmado pela equipa médica do helicóptero do Instituto Nacional de Emergência Médica (INEM).

O alerta para esta colisão foi dado às 8h16 e para o local foram mobilizados 19 operacionais, apoiados por quatro veículos e um meio aéreo, o helicóptero do INEM de Macedo de Cavaleiros, assim como os Bombeiros de São João da Pesqueira e a GNR, que está a investigar as causas do acidente.

A estrada esteve cortada, mas já se encontra reaberta ao trânsito, confirmou à VTM fonte da GNR de Viseu.

 

The post Homem acabou por morrer em acidente com autocarro appeared first on A Voz de Trás-os-Montes.

VTM

Segundo informação recolhida junto do Comando Sub-regional do Douro, o acidente ocorreu entre “Vilarouco e São João da Pesqueira, na EN 222, e envolveu um autocarro e um veículo ligeiro, tendo resultado num ferido grave, que deverá ser transportado pelo helicóptero do INEM, que está no local.

O alerta foi dado às 8h16 e para o local foram mobilizados 19 operacionais, apoiados por quatro veículos e um meio aéreo, o helicóptero do INEM de Macedo de Cavaleiros e os bombeiros de São João da Pesqueira.

A GNR também está no local.

The post Um ferido grave em colisão entre autocarro e veículo ligeiro appeared first on A Voz de Trás-os-Montes.

Ukraine’s Defense Intelligence (HUR) released information on the components of Russia’s Kinzhal air-launched ballistic missile and the companies involved in its production, according to a statement dated 12 October.

Russia has used Kinzhal missiles to strike targets across Ukraine since the start of its full-scale invasion. However, 22 of the 58 companies in Russia’s Kinzhal production network are not subject to sanctions, the intelligence agency noted.

Kinzhal missile: design, components, and production changes

Ukraine’s Defense Intelligence has published an interactive 3D model of the Russian Kinzhal missile on its War&Sanctions portal.

The 9-S-7760 missile, known as the Kh-47M2 Kinzhal, uses solid fuel and has a single stage. This means the missile does not consist of multiple stages that separate sequentially during flight. About 90% of its components are identical to those used in the 9M723 ballistic missile of the Iskander-M system, HUR noted.

The Kinzhal is equipped with a radar homing seeker, an active jamming station, and a decoy deployment system, according to the statement. The homing seeker helps the missile determine the direction to its target, while decoys are designed to make interception by air defense systems more difficult.

The missile can carry one of two types of warheads: a penetrating high-explosive warhead or a nuclear warhead. Russia is also developing a version with a high-explosive fragmentation warhead that strikes targets through an explosion and fragments. HUR believes this development may be linked to problems with the missile’s accuracy.

In 2026, Russia significantly reduced its state procurement order for Kinzhal missiles and redirected some production resources, components, and raw materials towards manufacturing Iskander-M missiles, HUR noted. Another reason is the limited number of MiG-31I and MiG-31K aircraft used to launch Kinzhal missiles, the intelligence agency reported.

Ukraine intercepts Kinzhal missiles, but has limited resources to do so

Despite their high speed, Russian Kinzhal missiles can be intercepted using US-made Patriot surface-to-air missile systems. In particular, PAC-3 interceptor missiles are designed to destroy ballistic targets and can be used against threats such as the Kinzhal and Zircon, Ukraine’s Ministry of Defense reported.

Ukraine is seeking additional Patriot interceptor missiles to defend against Russian ballistic attacks during the winter.

Most of the approximately 1,000 missiles Kyiv has contracted for are not expected to arrive for several years, prompting Ukraine to ask its allies to supply missiles from their existing stockpiles, Defense News reported on 12 October 2026.

Sanctions loopholes allow Russia to obtain foreign components for Kinzhal missiles

Russia continues to use foreign components in missile production despite sanctions. For instance, the US-made Texas Instruments processors were found again in a newer version of the Kinzhal missile, Ukrainian presidential commissioner for sanctions policy Vladyslav Vlasiuk said in September, Interfax reported. According to him, foreign electronics continue to reach Russia through various supply channels.

Earlier, Ukraine had provided its partners with information on more than 100 Russian companies involved in ballistic missile production and urged them to impose sanctions on those entities, according to the President's Office.

On 12 October, the EU Council imposed sanctions on 1,569 individuals and entities linked to Russia’s military-industrial complex, including 826 Russian companies and 743 company CEOs.

L'attacco colpisce nel cuore l'Arabia Saudita. Tra i morti un cittadino statunitense

Ukraine has published data on 20 vessels that carry Russian oil and liquefied natural gas or refuel the sanctioned fleet, parts of the logistics network the Kremlin uses to fund its war, Ukraine's Defense Intelligence reports. All 20 are under British or Ukrainian sanctions, and only one faces US restrictions.

Russia’s shadow fleet runs on roughly 500 aging ships of uncertain ownership that dodge sanctions and keep oil money flowing. That seaborne oil trade is worth more than 80 billion euros a year.

The headline vessel is the Russian ship Portovyy, an LNG carrier and floating gas store owned by the sanctioned Gazprom since 2021, according to the agency. On 15 August 2026, it left the Gulf of Finland with Russian LNG for the first time since November 2021, sailing the Northern Sea Route to the Chinese port of Beihai to unload.

Portovyy is now at the Zhoushan Huafeng Shipyard in China, which has been set as the site for its maintenance, intelligence says, an example of the foreign yards Kyiv wants closed to the sanctioned fleet.

Russia buys up gas carriers through shells

Two more gas carriers show how Moscow expanded the fleet in spring 2026 through front companies, intelligence said. The Avacha, once owned by China’s Jovo Energy, was bought by the little-known Tudor Maritime of the Marshall Islands, took the Russian flag in June, and now ships gas from the Arctic LNG 2 project to Beihai.

The Chaivo, formerly owned by Greece’s Maran Gas Maritime, was also bought by Tudor Maritime and moved under the Russian flag in July. Now it carries cargo to Beihai from a floating gas storage facility off Kamchatka, intelligence says.

A call to close the loopholes

Intelligence urged partners to act together: tighten control over sales of commercially owned ships, block servicing of the sanctioned fleet at foreign yards, and cut off the energy revenue that Russia turns into weapons against civilians.

Russia is building ice-class ships at home and, at the same time, widening its shadow fleet through offshore networks. The UK Foreign Office made the same point on 1 October, saying Moscow is assembling a new shadow fleet to keep its gas revenues flowing.

The U.S. Navy is preparing to sign a contract with Lockheed Martin to integrate the stealthy AGM-158C Long Range Anti-Ship Missile (LRASM) onto the Air Force’s B-52 Stratofortress bombers, according to an October 7 government notice. The effort would add another long-range maritime strike option to the U.S. bomber force as the military looks to counter increasingly capable adversary naval forces, especially in the Indo-Pacific theater.

The planned contract comes months after the Air Force revealed that the stealthy B-2 bomber can also launch LRASM, a capability that had not previously been publicly disclosed. You can read more about that here.

The latest Naval Air Systems Command (NAVAIR) notice says the command intends to enter into sole-source negotiations with Lockheed Martin and subsequently award a cost-plus-fixed-fee delivery order covering LRASM integration on the B-52. The work would include missile software updates, associated testing, repairs to test assets, and failure review boards.

The notice does not provide a schedule for completing the integration or fielding the capability.

The B-52 is already capable of carrying large numbers of air-launched cruise missiles, including the AGM-158 Joint Air-to-Surface Standoff Missile (JASSM) family. LRASM is derived from that family, sharing a similar general form factor while incorporating features specifically designed to find and attack ships in contested maritime environments.

The B-52 can carry up to 20 JASSMs, and the weapons have the same dimensions, but the government notice does not specify how many LRASMs the bomber would ultimately carry.

This is not the first time the B-52’s LRASM integration has been in the works.

As long ago as November 2019, Naval News reported that $10 million in Fiscal Year 2019 funding had been allocated to study integrating the missile onto the bomber, with Lockheed Martin and the Navy and Air Force expected to work on the effort. At the time, officials said the fielding timeline and the bomber’s eventual missile capacity had yet to be determined.

The U.S. Air Force’s Fiscal Year 2027 budget proposal further outlines plans to integrate the latest variants of LRASM and JASSM onto the B-52, including versions not yet cleared for use on the bomber. According to the document, the effort, which is intended to enable the deployment of next-generation stealthy cruise missiles against targets protected by sophisticated integrated air defense systems, will focus on engineering and manufacturing development, software updates, and weapons integration. Planned work in FY2027 includes incorporating the missiles’ operational flight programs into the B-52’s baseline bomber software, validating safe weapon separation from both wing-mounted stations and the internal carriage launcher, updating armament interfaces, and completing system-safety testing.

LRASM is designed to attack high-value surface vessels at long distances while reducing the exposure of the aircraft launching it. Its guidance combines GPS-assisted inertial navigation with onboard sensors and autonomous target-recognition capabilities intended to help it operate in heavily defended environments. Its imaging infrared seeker supports terminal target acquisition without relying on active radar emissions in that phase of flight. The missile operates with a high degree of autonomy, enabled by an integrated route-planning capability linked to its onboard electronic support measures (ESM) system. LRASM also has a datalink that allows it to get threat updates while in flight. It can also work cooperatively with other LRASMs during coordinated strikes. 

The missile’s precise operational range is not publicly disclosed. However, the baseline LRASM is reported to be able to strike targets at between 200 and 300 miles, in line with the AGM-158A JASSM. The forthcoming C-3 version is expected to have the same reach as the JASSM-ER, which is reported to be around 600 miles.

For the B-52, the addition of LRASM would provide a dedicated anti-ship weapon alongside its established land-attack arsenal. A bomber operating at a considerable distance from a hostile fleet could launch multiple missiles toward maritime targets, complicating an adversary’s air-defense and interception problem. The aircraft’s payload capacity could also allow it to contribute substantial missile volume to a coordinated strike.

The B-52 was previously adapted to carry AGM-84 Harpoon anti-ship missiles, although the weapon is not listed among the bomber’s current publicly documented armament. Compared to the Harpoon, however, LRASM represents a quantum leap in capability, offering drastically greater range, a stealthy design, and the ability to react to threats and adapt in real time. Combined, these traits make for a far more survivable and lethal anti-ship capability.

The B-52 also has a demonstrated naval mine-laying capability through the Quickstrike family of aerial mines. This includes carrying 2,000-pound Quickstrike-ER mines fitted with GPS-aided, winged guidance kits, allowing them to glide to designated points in the water from more than 40 miles away. The system enables the bomber to seed minefields with greater precision while remaining farther from potentially defended waters, threatening enemy shipping routes, port access, and naval movements.

The B-52 effort comes against the backdrop of the Air Force’s newly acknowledged use of LRASM on the B-2, which adds a different dimension to the service’s anti-ship capabilities.

LRASM was also previously integrated on the B-1B, meaning that all three of the Air Force’s strategic bombers will eventually be able to employ it.

The renewed focus on bomber-launched anti-ship weapons reflects the challenges posed by modern naval forces, particularly in the Indo-Pacific. China’s expanding surface fleet, increasingly sophisticated air defenses, and layered anti-access/area-denial capabilities have made the ability to attack ships from a distance an important consideration for U.S. military planning.

LRASM is designed to help address those challenges by combining long-range flight with reduced observability and autonomous terminal targeting. Its onboard sensors and navigation capabilities are intended to help it identify and engage appropriate targets in environments where communications and external targeting support may be limited or contested.

Bomber integration also offers a way to increase the number of potential launch platforms without relying exclusively on tactical aircraft or surface combatants. A B-52 carrying a substantial missile load could contribute to a coordinated attack alongside B-1s, stealth bombers, naval aircraft, and other forces.

The B-52’s payload capacity would make it particularly useful for delivering larger quantities of weapons from outside the most heavily defended areas.

The planned B-52 integration also fits into a broader effort to expand LRASM’s availability across the U.S. military. Publicly discussed integration efforts have included the F-15E, F-15EX, F-16C/D, certain variants of the F-35, and the Navy’s P-8A Poseidon, in addition to established launch platforms, namely the Navy’s F/A-18E/F Super Hornet fighters and the B-1.

Meanwhile, the B-52 fleet is currently preparing for a slew of major upgrades. These include a critical radar overhaul alongside new engines, enhanced communications systems, and other improvements. The scope of these changes is significant enough that the aircraft will be redesignated from B-52H to B-52J. The bombers are also slated to further expand their weapons capabilities, including through the addition of the Long-Range Stand Off (LRSO) nuclear cruise missile. The upgraded B-52Js are expected to remain in service through at least 2050.

Even in its current configuration, the B-52 is particularly well suited to carrying the LRASM, given its substantial payload capacity and ability to launch weapons from standoff distances beyond the reach of enemy air defenses. Its upgraded networking capabilities will greatly enhance its effectiveness by allowing it to operate as part of a broader kill web, drawing on data from multiple platforms and sensors to support targeting over vast distances. In more dynamic operational environments, the bomber’s new radar can generate its own targeting information in real time. The B-2, B-1, and the B-52 all offer distinct levels of penetration and weapons-delivery capability, with the forthcoming B-21 able to push deeper into contested airspace; it will certainly employ LRASM too.

The integration of LRASM onto the B-52 could prove critical to generating the volume of sorties needed to counter China’s expanding naval fleet. With its substantial payload capacity and ability to launch missiles from standoff distances, the B-52 could deliver significant anti-ship firepower across the vast distances of the Indo-Pacific. These missions would likely involve very long-range sorties, making the bomber’s payload capacity, endurance and networking capabilities particularly valuable in sustaining operations against Chinese naval forces.

If the LRASM integration proceeds as planned, the result would be another addition to the U.S. military’s long-range anti-ship arsenal, giving the Air Force’s venerable B-52 a more explicit role in the growing emphasis on striking hostile fleets at a distance.

Contact the author: thomas@thewarzone.com

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