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- Becca24Becca24
  ·2021-06-16
  sweet
  Crypto Die-Hards Built a $90 Billion Wall Street on the Internet<blockquote>加密货币顽固分子在互联网上建立了价值900亿美元的华尔街</blockquote>
  Money manager Vladimir Vishnevskiy can earn anegative interest ratefor holding a European government
  Crypto Die-Hards Built a $90 Billion Wall Street on the Internet<blockquote>加密货币顽固分子在互联网上建立了价值900亿美元的华尔街</blockquote>
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- Becca24Becca24
  ·2021-06-16
  sweet
  Cathay working with Airbus on single-pilot system for long-haul<blockquote>国泰航空与空客合作开发长途单飞行员系统</blockquote>
  PARIS (Reuters) - Cathay Pacific is working with Airbus to introduce "reduced crew" long-haul flight
  Cathay working with Airbus on single-pilot system for long-haul<blockquote>国泰航空与空客合作开发长途单飞行员系统</blockquote>
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19:49","market":"sh","language":"en","title":"Crypto Die-Hards Built a $90 Billion Wall Street on the Internet<blockquote>加密货币顽固分子在互联网上建立了价值900亿美元的华尔街</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1160929405","media":".bloomberg","summary":"Money manager Vladimir Vishnevskiy can earn anegative interest ratefor holding a European government","content":"<p>Money manager Vladimir Vishnevskiy can earn anegative interest ratefor holding a European government bond. Or he can pocket the annual equivalent of a 20% yield for locking money up in one of the wilder corners of the crypto market, known as decentralized finance, or DeFi.</p><p><blockquote>基金经理弗拉基米尔·维什涅夫斯基(Vladimir Vishnevskiy)持有欧洲政府债券可以获得负利率。或者，他可以将资金锁定在加密货币市场的一个更狂野的角落，即去中心化金融（DeFi），从而获得相当于20%的年收益率。</blockquote></p><p> He decided to go for the 20%. “You can’t get those yields in the traditional space,” says the co-founder of Swiss-based St. Gotthard Fund Management, which runs a portfolio designed to squeeze income out of crypto assets. The strategy is so new that even Wall Street pros may have trouble wrapping their heads around it. Take what you might know about Bitcoin—that it’s a digital currency that exists only on an online ledger governed by computer code. Now make it even more mind-bending, and imagine the code isn’t just recording transactions. It’s running lending platforms, insurers and financial markets with little human intermediation. That’sDeFi.</p><p><blockquote>他决定争取20%。“你无法在传统领域获得这些收益率，”总部位于瑞士的圣哥达基金管理公司的联合创始人表示，该公司运营的投资组合旨在从加密资产中榨取收入。这一策略如此新颖，即使是华尔街的专业人士也可能难以理解。就拿你可能知道的比特币来说吧——它是一种数字货币，只存在于由计算机代码管理的在线账本上。现在让它变得更加令人费解，想象代码不仅仅是记录交易。它在几乎没有人工中介的情况下运营借贷平台、保险公司和金融市场。那是DeFi。</blockquote></p><p> Traders like Vishnevskiy can collect yields by committing in the form of crypto tokens the capital that’s needed to make these disembodied and largely unregulated financial institutions run. At the peak last month, investors put in as much as $86 billion into various DeFi programs, compared with just under $1 billion a year ago, DeFi Pulse data show.</p><p><blockquote>像维什涅夫斯基这样的交易者可以通过以加密代币的形式投入运营这些脱离实体且基本上不受监管的金融机构所需的资本来获得收益。DeFi Pulse数据显示，在上个月的高峰期，投资者向各种DeFi项目投入了高达860亿美元，而一年前这一数字略低于10亿美元。</blockquote></p><p> It’s a young, volatile, and hack-prone system. (One of the first decentralized projects, a fund called the DAO, was the victim of aspectacular $55 million theftby someone taking advantage of a flaw in its code to siphon off funds.) And for now, it’s mostly a crypto world built for thecrypto universe. The decentralized lenders are largely taking crypto deposits to make loans to people looking for leverage on crypto bets; the decentralized exchanges are used for trading crypto coins; the decentralized insurers cover crypto hacks.</p><p><blockquote>这是一个年轻、不稳定、容易被黑客攻击的系统。（最早的去中心化项目之一，一个名为DAO的基金，是有人利用其代码中的缺陷窃取资金的惊人的5500万美元的受害者。）目前，它主要是一个为加密宇宙构建的加密世界。分散的贷款机构主要接受加密货币存款，向寻求加密货币押注杠杆的人提供贷款；分散式交易所用于交易加密硬币；分散的保险公司承保加密黑客。</blockquote></p><p> The big yields investors can earn are denominated not in dollars or euros but in often-obscure tokens. Critics of DeFi say some projects can resemble a Ponzi scheme: Early investors depend on others piling into tokens that still have limited real-world utility. If returns are high, it’s largely because of investors’ voracious appetite for more digital assets. And since DeFi projects don’t need to live in any physical location, they’re difficult to regulate, making the space vulnerable to scams and money laundering schemes. Still, DeFi’s advocates think the technology has the power to open up markets and build new kinds of financial products.</p><p><blockquote>投资者可以获得的巨额收益不是以美元或欧元计价，而是以通常不为人知的代币计价。DeFi的批评者表示，一些项目可能类似于庞氏骗局：早期投资者依赖其他人涌入现实世界效用仍然有限的代币。如果回报很高，很大程度上是因为投资者对更多数字资产的贪婪胃口。由于DeFi项目不需要居住在任何物理位置，因此很难监管，这使得该领域容易受到诈骗和洗钱计划的影响。尽管如此，DeFi的倡导者认为该技术有能力打开市场并构建新型金融产品。</blockquote></p><p> To see how a DeFi program works, look atSushiSwap, a decentralized cryptocurrency exchange that started last year. It’s based on the code of another DeFi exchange calledUniswap. Like any exchange—from better-known crypto trading apps such asCoinbaseto stock markets likeNasdaq—SushiSwap depends on liquidity, or the ability to make sure buyers can find the tokens they want and sellers can get a price they think is fair. To do that in a decentralized way, SushiSwap creates liquidity pools that pair any two coins that traders might want to swap—for example, Ethereum, thesecond-most-popular cryptocurrencyand DeFi’s backbone, and the exchange’s own token, Sushi.</p><p><blockquote>要了解DeFi程序是如何工作的，请查看去年推出的去中心化加密货币交易所SushiSwap。它基于另一个名为Uniswap的DeFi交易所的代码。与任何交易所一样——从Coinbase等更知名的加密货币交易应用程序到纳斯达克等股票市场——SushiSwap依赖于流动性，或者确保买家能够找到他们想要的代币、卖家能够获得他们认为公平的价格的能力。为了以去中心化的方式做到这一点，SushiSwap创建了流动性池，将交易者可能想要交换的任何两种硬币配对，例如以太币（第二大最受欢迎的加密货币和DeFi的主干），以及交易所自己的代币Sushi。</blockquote></p><p> Investors like Vishnevskiy buy both tokens and then temporarily lock them into the pool, where they’re available to traders. An algorithm adjusts prices of both tokens to reflect relative changes in demand. The exchange also charges a fee for trading. When Vishnevskiy gets his tokens back, he also gets a portion of the fees generated from transactions made in the pool, as well as free additional Sushi tokens. (The added Sushi tokens can be earned on other trading pairs, not only those involving Sushi.) That, the exchange’s software surmises, amounts to an annualized 20% yield.</p><p><blockquote>像Vishnevskiy这样的投资者购买这两种代币，然后将它们暂时锁定在池中，供交易者使用。算法调整两种代币的价格，以反映需求的相对变化。交易所还收取交易费用。当Vishnevskiy拿回他的代币时，他还会获得一部分在池中进行的交易产生的费用，以及免费的额外寿司代币。（添加的寿司代币可以在其他交易对上赚取，而不仅仅是那些涉及寿司的交易对。）该交易所的软件推测，这相当于年化收益率20%。</blockquote></p><p> Other DeFi protocols may pay yields to people who make their crypto available for someone else to borrow. For example, traders might want to borrowstablecoins—tokens whose value is linked to that of a traditional currency such as the dollar—to buy more Bitcoin on platforms that don’t take traditional currencies.</p><p><blockquote>其他DeFi协议可能会向那些将其加密货币提供给其他人借用的人支付收益。例如，交易者可能想要借用稳定币（其价值与美元等传统货币挂钩的代币），以便在不接受传统货币的平台上购买更多比特币。</blockquote></p><p> If that sounds complicated, it is. Yields in DeFi are mostly projected from recent market trends and could drop quickly. Some investors who call themselves yield farmers are constantly moving their money trying to generate income, but crypto transaction costs called “gas” fees can eat up profits. Moreover, the cryptocurrencies these yields get paid in can fluctuate wildly in value. When Bitcoin slid as much as 10% on one recent day, popular DeFi coins such as Uniswap’s fell almost 20%.</p><p><blockquote>如果这听起来很复杂，那就是。DeFi的收益率主要是根据最近的市场趋势预测的，可能会迅速下降。一些看涨期权农民的投资者不断转移资金试图创收，但被称为“汽油”费的加密交易成本可能会吞噬利润。此外，这些收益支付的加密货币的价值可能会大幅波动。当比特币最近一天下跌10%时，Uniswap等流行的DeFi硬币下跌了近20%。</blockquote></p><p></p><p> Other risks that come with any cryptocurrency still apply:Regulatory scrutinywill probably grow, which might shut down or hamper some projects and blow up the value of associated tokens. Founders of DeFi projects who’ve hoarded the coins created to run them could suddenly cash out, causing prices to drop. SushiSwap’s pseudonymous creator, Chef Nomi, sold tokens worth roughly $13 million in September before reversing course amid community outrage.</p><p><blockquote>任何加密货币带来的其他风险仍然适用：监管审查可能会增加，这可能会关闭或阻碍一些项目，并大幅提升相关代币的价值。DeFi项目的创始人囤积了为运行它们而创建的硬币，可能会突然套现，导致价格下跌。SushiSwap的化名创建者Nomi厨师在9月份出售了价值约1300万美元的代币，然后在社区愤怒中改变了方向。</blockquote></p><p> “You can’t get those yields in the traditional space”</p><p><blockquote>“你无法在传统领域获得这些产量”</blockquote></p><p> The history of crypto is filled with cautionary tales about investments riding a wave of hype and then falling apart. Around 2018, so-called initial coin offerings raised billions of dollars for projects, most of which turned out to be duds. DeFi converts say the difference now is that applications such as exchanges and lenders are generating revenue, even if just from crypto speculation. Uniswap, which announces its user statistics in real time, had trading volume of $813 million in one recent 24-hour period, generating $1.8 million in fees for those staking their tokens in its liquidity pool.</p><p><blockquote>加密货币的历史充满了关于投资乘着炒作浪潮然后分崩离析的警示故事。2018年左右，所谓的首次代币发行为项目筹集了数十亿美元，但其中大部分都是徒劳的。DeFi转换者表示，现在的不同之处在于，交易所和贷方等应用程序正在产生收入，即使只是来自加密货币投机。Uniswap实时公布其用户统计数据，在最近24小时内的交易量为8.13亿美元，为那些在其流动性池中质押代币的人产生了180万美元的费用。</blockquote></p><p> What about the value of the tokens many DeFi projects give out? These coins aren’t exactly equity and don’t always confer any direct claim to profits. Often they give holders voting rights on the future of the project; investors may be hoping that as the protocols they’re associated with grow in popularity, so will the coins. But some DeFi platforms might not be as successful as they seem. Aleksander Kloda, who co-manages a DeFi fund at Nickel Digital Asset Management, says participation may be driven less by the value of a service than by the promise of free tokens. “In the short term, they can really make the picture a lot more difficult to read,” he says. “The logic is not quite correct if the volumes are only there because of the additional motivation the protocol gives you to participate.” As an investor, he tries to identify projects that have built up sustainable volume even without tantalizing yields.</p><p><blockquote>许多DeFi项目发放的代币价值如何？这些硬币并不完全是股权，也不总是赋予任何直接的利润要求。他们通常赋予持有人对项目未来的投票权；投资者可能希望，随着与他们相关的协议越来越受欢迎，硬币也会越来越受欢迎。但是一些DeFi平台可能并不像看起来那么成功。Nickel Digital Asset Management共同管理DeFi基金的Aleksander Kloda表示，参与的驱动力可能不是服务的价值，而是免费代币的承诺。“从短期来看，它们确实会让图片变得更加难以阅读，”他说。“如果数量的存在只是因为协议给了你参与的额外动力，那么逻辑就不太正确。”作为一名投资者，他试图识别那些即使没有诱人的收益率也能积累可持续交易量的项目。</blockquote></p><p> Advocates of DeFi say the idea is still in its infancy, and it could eventually broaden its uses and reach into more traditional areas of finance. Their dream is a financial system run on the internet that doesn’t involve a credit officer at a JPMorgan branch, or a Citadel Securities investing in high-frequency infrastructure tokeep stock trading liquid.</p><p><blockquote>DeFi的倡导者表示，这一想法仍处于起步阶段，最终可能会扩大其用途，进入更传统的金融领域。他们的梦想是建立一个在互联网上运行的金融系统，不涉及摩根大通分行的信贷官员，也不涉及Citadel Securities投资高频基础设施以保持股票交易流动性。</blockquote></p><p> But Elaine Ou, a blockchain engineer at Global Financial Access, argues there’s nothing wrong with DeFi being used only for crypto trading, either. “Look at Vegas and Macau—part of the reason they’re so valuable is that they allow you to do what other jurisdictions have banned,” says Ou, who alsowritesfor Bloomberg Opinion. “It is possible to build an entire industry up around speculation.”</p><p><blockquote>但Global Financial Access的区块链工程师Elaine Ou认为，DeFi仅用于加密货币交易也没有错。“看看拉斯维加斯和澳门——它们如此有价值的部分原因是它们允许你做其他司法管辖区禁止的事情，”欧说，他也是彭博社观点的撰稿人。“围绕投机建立整个行业是可能的。”</blockquote></p><p></p>","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; charset=utf-8\" />\n<meta name=\"viewport\" content=\"width=device-width,initial-scale=1.0,minimum-scale=1.0,maximum-scale=1.0,user-scalable=no\"/>\n<meta name=\"format-detection\" content=\"telephone=no,email=no,address=no\" />\n<title>Crypto Die-Hards Built a $90 Billion Wall Street on the Internet<blockquote>加密货币顽固分子在互联网上建立了价值900亿美元的华尔街</blockquote></title>\n<style type=\"text/css\">\na,abbr,acronym,address,applet,article,aside,audio,b,big,blockquote,body,canvas,caption,center,cite,code,dd,del,details,dfn,div,dl,dt,\nem,embed,fieldset,figcaption,figure,footer,form,h1,h2,h3,h4,h5,h6,header,hgroup,html,i,iframe,img,ins,kbd,label,legend,li,mark,menu,nav,\nobject,ol,output,p,pre,q,ruby,s,samp,section,small,span,strike,strong,sub,summary,sup,table,tbody,td,tfoot,th,thead,time,tr,tt,u,ul,var,video{ font:inherit;margin:0;padding:0;vertical-align:baseline;border:0 }\nbody{ font-size:16px; line-height:1.5; color:#999; background:transparent; }\n.wrapper{ overflow:hidden;word-break:break-all;padding:10px; }\nh1,h2{ font-weight:normal; line-height:1.35; margin-bottom:.6em; }\nh3,h4,h5,h6{ line-height:1.35; margin-bottom:1em; }\nh1{ font-size:24px; }\nh2{ font-size:20px; }\nh3{ font-size:18px; }\nh4{ font-size:16px; }\nh5{ font-size:14px; }\nh6{ font-size:12px; }\np,ul,ol,blockquote,dl,table{ margin:1.2em 0; }\nul,ol{ margin-left:2em; }\nul{ list-style:disc; }\nol{ list-style:decimal; }\nli,li p{ margin:10px 0;}\nimg{ max-width:100%;display:block;margin:0 auto 1em; }\nblockquote{ color:#B5B2B1; border-left:3px solid #aaa; padding:1em; }\nstrong,b{font-weight:bold;}\nem,i{font-style:italic;}\ntable{ width:100%;border-collapse:collapse;border-spacing:1px;margin:1em 0;font-size:.9em; }\nth,td{ padding:5px;text-align:left;border:1px solid #aaa; }\nth{ font-weight:bold;background:#5d5d5d; }\n.symbol-link{font-weight:bold;}\n/* header{ border-bottom:1px solid #494756; } */\n.title{ margin:0 0 8px;line-height:1.3;color:#ddd; }\n.meta {color:#5e5c6d;font-size:13px;margin:0 0 .5em; }\na{text-decoration:none; color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nCrypto Die-Hards Built a $90 Billion Wall Street on the Internet<blockquote>加密货币顽固分子在互联网上建立了价值900亿美元的华尔街</blockquote>\n</h2>\n<h4 class=\"meta\">\n<p class=\"head\">\n<strong class=\"h-name small\">.bloomberg</strong><span class=\"h-time small\">2021-06-16 19:49</span>\n</p>\n</h4>\n</header>\n<article>\n<p>Money manager Vladimir Vishnevskiy can earn anegative interest ratefor holding a European government bond. Or he can pocket the annual equivalent of a 20% yield for locking money up in one of the wilder corners of the crypto market, known as decentralized finance, or DeFi.</p><p><blockquote>基金经理弗拉基米尔·维什涅夫斯基(Vladimir Vishnevskiy)持有欧洲政府债券可以获得负利率。或者，他可以将资金锁定在加密货币市场的一个更狂野的角落，即去中心化金融（DeFi），从而获得相当于20%的年收益率。</blockquote></p><p> He decided to go for the 20%. “You can’t get those yields in the traditional space,” says the co-founder of Swiss-based St. Gotthard Fund Management, which runs a portfolio designed to squeeze income out of crypto assets. The strategy is so new that even Wall Street pros may have trouble wrapping their heads around it. Take what you might know about Bitcoin—that it’s a digital currency that exists only on an online ledger governed by computer code. Now make it even more mind-bending, and imagine the code isn’t just recording transactions. It’s running lending platforms, insurers and financial markets with little human intermediation. That’sDeFi.</p><p><blockquote>他决定争取20%。“你无法在传统领域获得这些收益率，”总部位于瑞士的圣哥达基金管理公司的联合创始人表示，该公司运营的投资组合旨在从加密资产中榨取收入。这一策略如此新颖，即使是华尔街的专业人士也可能难以理解。就拿你可能知道的比特币来说吧——它是一种数字货币，只存在于由计算机代码管理的在线账本上。现在让它变得更加令人费解，想象代码不仅仅是记录交易。它在几乎没有人工中介的情况下运营借贷平台、保险公司和金融市场。那是DeFi。</blockquote></p><p> Traders like Vishnevskiy can collect yields by committing in the form of crypto tokens the capital that’s needed to make these disembodied and largely unregulated financial institutions run. At the peak last month, investors put in as much as $86 billion into various DeFi programs, compared with just under $1 billion a year ago, DeFi Pulse data show.</p><p><blockquote>像维什涅夫斯基这样的交易者可以通过以加密代币的形式投入运营这些脱离实体且基本上不受监管的金融机构所需的资本来获得收益。DeFi Pulse数据显示，在上个月的高峰期，投资者向各种DeFi项目投入了高达860亿美元，而一年前这一数字略低于10亿美元。</blockquote></p><p> It’s a young, volatile, and hack-prone system. (One of the first decentralized projects, a fund called the DAO, was the victim of aspectacular $55 million theftby someone taking advantage of a flaw in its code to siphon off funds.) And for now, it’s mostly a crypto world built for thecrypto universe. The decentralized lenders are largely taking crypto deposits to make loans to people looking for leverage on crypto bets; the decentralized exchanges are used for trading crypto coins; the decentralized insurers cover crypto hacks.</p><p><blockquote>这是一个年轻、不稳定、容易被黑客攻击的系统。（最早的去中心化项目之一，一个名为DAO的基金，是有人利用其代码中的缺陷窃取资金的惊人的5500万美元的受害者。）目前，它主要是一个为加密宇宙构建的加密世界。分散的贷款机构主要接受加密货币存款，向寻求加密货币押注杠杆的人提供贷款；分散式交易所用于交易加密硬币；分散的保险公司承保加密黑客。</blockquote></p><p> The big yields investors can earn are denominated not in dollars or euros but in often-obscure tokens. Critics of DeFi say some projects can resemble a Ponzi scheme: Early investors depend on others piling into tokens that still have limited real-world utility. If returns are high, it’s largely because of investors’ voracious appetite for more digital assets. And since DeFi projects don’t need to live in any physical location, they’re difficult to regulate, making the space vulnerable to scams and money laundering schemes. Still, DeFi’s advocates think the technology has the power to open up markets and build new kinds of financial products.</p><p><blockquote>投资者可以获得的巨额收益不是以美元或欧元计价，而是以通常不为人知的代币计价。DeFi的批评者表示，一些项目可能类似于庞氏骗局：早期投资者依赖其他人涌入现实世界效用仍然有限的代币。如果回报很高，很大程度上是因为投资者对更多数字资产的贪婪胃口。由于DeFi项目不需要居住在任何物理位置，因此很难监管，这使得该领域容易受到诈骗和洗钱计划的影响。尽管如此，DeFi的倡导者认为该技术有能力打开市场并构建新型金融产品。</blockquote></p><p> To see how a DeFi program works, look atSushiSwap, a decentralized cryptocurrency exchange that started last year. It’s based on the code of another DeFi exchange calledUniswap. Like any exchange—from better-known crypto trading apps such asCoinbaseto stock markets likeNasdaq—SushiSwap depends on liquidity, or the ability to make sure buyers can find the tokens they want and sellers can get a price they think is fair. To do that in a decentralized way, SushiSwap creates liquidity pools that pair any two coins that traders might want to swap—for example, Ethereum, thesecond-most-popular cryptocurrencyand DeFi’s backbone, and the exchange’s own token, Sushi.</p><p><blockquote>要了解DeFi程序是如何工作的，请查看去年推出的去中心化加密货币交易所SushiSwap。它基于另一个名为Uniswap的DeFi交易所的代码。与任何交易所一样——从Coinbase等更知名的加密货币交易应用程序到纳斯达克等股票市场——SushiSwap依赖于流动性，或者确保买家能够找到他们想要的代币、卖家能够获得他们认为公平的价格的能力。为了以去中心化的方式做到这一点，SushiSwap创建了流动性池，将交易者可能想要交换的任何两种硬币配对，例如以太币（第二大最受欢迎的加密货币和DeFi的主干），以及交易所自己的代币Sushi。</blockquote></p><p> Investors like Vishnevskiy buy both tokens and then temporarily lock them into the pool, where they’re available to traders. An algorithm adjusts prices of both tokens to reflect relative changes in demand. The exchange also charges a fee for trading. When Vishnevskiy gets his tokens back, he also gets a portion of the fees generated from transactions made in the pool, as well as free additional Sushi tokens. (The added Sushi tokens can be earned on other trading pairs, not only those involving Sushi.) That, the exchange’s software surmises, amounts to an annualized 20% yield.</p><p><blockquote>像Vishnevskiy这样的投资者购买这两种代币，然后将它们暂时锁定在池中，供交易者使用。算法调整两种代币的价格，以反映需求的相对变化。交易所还收取交易费用。当Vishnevskiy拿回他的代币时，他还会获得一部分在池中进行的交易产生的费用，以及免费的额外寿司代币。（添加的寿司代币可以在其他交易对上赚取，而不仅仅是那些涉及寿司的交易对。）该交易所的软件推测，这相当于年化收益率20%。</blockquote></p><p> Other DeFi protocols may pay yields to people who make their crypto available for someone else to borrow. For example, traders might want to borrowstablecoins—tokens whose value is linked to that of a traditional currency such as the dollar—to buy more Bitcoin on platforms that don’t take traditional currencies.</p><p><blockquote>其他DeFi协议可能会向那些将其加密货币提供给其他人借用的人支付收益。例如，交易者可能想要借用稳定币（其价值与美元等传统货币挂钩的代币），以便在不接受传统货币的平台上购买更多比特币。</blockquote></p><p> If that sounds complicated, it is. Yields in DeFi are mostly projected from recent market trends and could drop quickly. Some investors who call themselves yield farmers are constantly moving their money trying to generate income, but crypto transaction costs called “gas” fees can eat up profits. Moreover, the cryptocurrencies these yields get paid in can fluctuate wildly in value. When Bitcoin slid as much as 10% on one recent day, popular DeFi coins such as Uniswap’s fell almost 20%.</p><p><blockquote>如果这听起来很复杂，那就是。DeFi的收益率主要是根据最近的市场趋势预测的，可能会迅速下降。一些看涨期权农民的投资者不断转移资金试图创收，但被称为“汽油”费的加密交易成本可能会吞噬利润。此外，这些收益支付的加密货币的价值可能会大幅波动。当比特币最近一天下跌10%时，Uniswap等流行的DeFi硬币下跌了近20%。</blockquote></p><p></p><p> Other risks that come with any cryptocurrency still apply:Regulatory scrutinywill probably grow, which might shut down or hamper some projects and blow up the value of associated tokens. Founders of DeFi projects who’ve hoarded the coins created to run them could suddenly cash out, causing prices to drop. SushiSwap’s pseudonymous creator, Chef Nomi, sold tokens worth roughly $13 million in September before reversing course amid community outrage.</p><p><blockquote>任何加密货币带来的其他风险仍然适用：监管审查可能会增加，这可能会关闭或阻碍一些项目，并大幅提升相关代币的价值。DeFi项目的创始人囤积了为运行它们而创建的硬币，可能会突然套现，导致价格下跌。SushiSwap的化名创建者Nomi厨师在9月份出售了价值约1300万美元的代币，然后在社区愤怒中改变了方向。</blockquote></p><p> “You can’t get those yields in the traditional space”</p><p><blockquote>“你无法在传统领域获得这些产量”</blockquote></p><p> The history of crypto is filled with cautionary tales about investments riding a wave of hype and then falling apart. Around 2018, so-called initial coin offerings raised billions of dollars for projects, most of which turned out to be duds. DeFi converts say the difference now is that applications such as exchanges and lenders are generating revenue, even if just from crypto speculation. Uniswap, which announces its user statistics in real time, had trading volume of $813 million in one recent 24-hour period, generating $1.8 million in fees for those staking their tokens in its liquidity pool.</p><p><blockquote>加密货币的历史充满了关于投资乘着炒作浪潮然后分崩离析的警示故事。2018年左右，所谓的首次代币发行为项目筹集了数十亿美元，但其中大部分都是徒劳的。DeFi转换者表示，现在的不同之处在于，交易所和贷方等应用程序正在产生收入，即使只是来自加密货币投机。Uniswap实时公布其用户统计数据，在最近24小时内的交易量为8.13亿美元，为那些在其流动性池中质押代币的人产生了180万美元的费用。</blockquote></p><p> What about the value of the tokens many DeFi projects give out? These coins aren’t exactly equity and don’t always confer any direct claim to profits. Often they give holders voting rights on the future of the project; investors may be hoping that as the protocols they’re associated with grow in popularity, so will the coins. But some DeFi platforms might not be as successful as they seem. Aleksander Kloda, who co-manages a DeFi fund at Nickel Digital Asset Management, says participation may be driven less by the value of a service than by the promise of free tokens. “In the short term, they can really make the picture a lot more difficult to read,” he says. “The logic is not quite correct if the volumes are only there because of the additional motivation the protocol gives you to participate.” As an investor, he tries to identify projects that have built up sustainable volume even without tantalizing yields.</p><p><blockquote>许多DeFi项目发放的代币价值如何？这些硬币并不完全是股权，也不总是赋予任何直接的利润要求。他们通常赋予持有人对项目未来的投票权；投资者可能希望，随着与他们相关的协议越来越受欢迎，硬币也会越来越受欢迎。但是一些DeFi平台可能并不像看起来那么成功。Nickel Digital Asset Management共同管理DeFi基金的Aleksander Kloda表示，参与的驱动力可能不是服务的价值，而是免费代币的承诺。“从短期来看，它们确实会让图片变得更加难以阅读，”他说。“如果数量的存在只是因为协议给了你参与的额外动力，那么逻辑就不太正确。”作为一名投资者，他试图识别那些即使没有诱人的收益率也能积累可持续交易量的项目。</blockquote></p><p> Advocates of DeFi say the idea is still in its infancy, and it could eventually broaden its uses and reach into more traditional areas of finance. Their dream is a financial system run on the internet that doesn’t involve a credit officer at a JPMorgan branch, or a Citadel Securities investing in high-frequency infrastructure tokeep stock trading liquid.</p><p><blockquote>DeFi的倡导者表示，这一想法仍处于起步阶段，最终可能会扩大其用途，进入更传统的金融领域。他们的梦想是建立一个在互联网上运行的金融系统，不涉及摩根大通分行的信贷官员，也不涉及Citadel Securities投资高频基础设施以保持股票交易流动性。</blockquote></p><p> But Elaine Ou, a blockchain engineer at Global Financial Access, argues there’s nothing wrong with DeFi being used only for crypto trading, either. “Look at Vegas and Macau—part of the reason they’re so valuable is that they allow you to do what other jurisdictions have banned,” says Ou, who alsowritesfor Bloomberg Opinion. “It is possible to build an entire industry up around speculation.”</p><p><blockquote>但Global Financial Access的区块链工程师Elaine Ou认为，DeFi仅用于加密货币交易也没有错。“看看拉斯维加斯和澳门——它们如此有价值的部分原因是它们允许你做其他司法管辖区禁止的事情，”欧说，他也是彭博社观点的撰稿人。“围绕投机建立整个行业是可能的。”</blockquote></p><p></p>\n<div class=\"bt-text\">\n\n\n<p> 来源：<a href=\"https://www.bloomberg.com/news/articles/2021-06-16/defi-platforms-with-names-like-sushiswap-aim-to-be-nasdaq-for-crypto\">.bloomberg</a></p>\n<p>为提升您的阅读体验，我们对本页面进行了排版优化</p>\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"GBTC":"比特币ETF-Grayscale"},"source_url":"https://www.bloomberg.com/news/articles/2021-06-16/defi-platforms-with-names-like-sushiswap-aim-to-be-nasdaq-for-crypto","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1160929405","content_text":"Money manager Vladimir Vishnevskiy can earn anegative interest ratefor holding a European government bond. Or he can pocket the annual equivalent of a 20% yield for locking money up in one of the wilder corners of the crypto market, known as decentralized finance, or DeFi.\nHe decided to go for the 20%. “You can’t get those yields in the traditional space,” says the co-founder of Swiss-based St. Gotthard Fund Management, which runs a portfolio designed to squeeze income out of crypto assets. The strategy is so new that even Wall Street pros may have trouble wrapping their heads around it. Take what you might know about Bitcoin—that it’s a digital currency that exists only on an online ledger governed by computer code. Now make it even more mind-bending, and imagine the code isn’t just recording transactions. It’s running lending platforms, insurers and financial markets with little human intermediation. That’sDeFi.\nTraders like Vishnevskiy can collect yields by committing in the form of crypto tokens the capital that’s needed to make these disembodied and largely unregulated financial institutions run. At the peak last month, investors put in as much as $86 billion into various DeFi programs, compared with just under $1 billion a year ago, DeFi Pulse data show.\nIt’s a young, volatile, and hack-prone system. (One of the first decentralized projects, a fund called the DAO, was the victim of aspectacular $55 million theftby someone taking advantage of a flaw in its code to siphon off funds.) And for now, it’s mostly a crypto world built for thecrypto universe. The decentralized lenders are largely taking crypto deposits to make loans to people looking for leverage on crypto bets; the decentralized exchanges are used for trading crypto coins; the decentralized insurers cover crypto hacks.\nThe big yields investors can earn are denominated not in dollars or euros but in often-obscure tokens. Critics of DeFi say some projects can resemble a Ponzi scheme: Early investors depend on others piling into tokens that still have limited real-world utility. If returns are high, it’s largely because of investors’ voracious appetite for more digital assets. And since DeFi projects don’t need to live in any physical location, they’re difficult to regulate, making the space vulnerable to scams and money laundering schemes. Still, DeFi’s advocates think the technology has the power to open up markets and build new kinds of financial products.\nTo see how a DeFi program works, look atSushiSwap, a decentralized cryptocurrency exchange that started last year. It’s based on the code of another DeFi exchange calledUniswap. Like any exchange—from better-known crypto trading apps such asCoinbaseto stock markets likeNasdaq—SushiSwap depends on liquidity, or the ability to make sure buyers can find the tokens they want and sellers can get a price they think is fair. To do that in a decentralized way, SushiSwap creates liquidity pools that pair any two coins that traders might want to swap—for example, Ethereum, thesecond-most-popular cryptocurrencyand DeFi’s backbone, and the exchange’s own token, Sushi.\nInvestors like Vishnevskiy buy both tokens and then temporarily lock them into the pool, where they’re available to traders. An algorithm adjusts prices of both tokens to reflect relative changes in demand. The exchange also charges a fee for trading. When Vishnevskiy gets his tokens back, he also gets a portion of the fees generated from transactions made in the pool, as well as free additional Sushi tokens. (The added Sushi tokens can be earned on other trading pairs, not only those involving Sushi.) That, the exchange’s software surmises, amounts to an annualized 20% yield.\nOther DeFi protocols may pay yields to people who make their crypto available for someone else to borrow. For example, traders might want to borrowstablecoins—tokens whose value is linked to that of a traditional currency such as the dollar—to buy more Bitcoin on platforms that don’t take traditional currencies.\nIf that sounds complicated, it is. Yields in DeFi are mostly projected from recent market trends and could drop quickly. Some investors who call themselves yield farmers are constantly moving their money trying to generate income, but crypto transaction costs called “gas” fees can eat up profits. Moreover, the cryptocurrencies these yields get paid in can fluctuate wildly in value. When Bitcoin slid as much as 10% on one recent day, popular DeFi coins such as Uniswap’s fell almost 20%.\nOther risks that come with any cryptocurrency still apply:Regulatory scrutinywill probably grow, which might shut down or hamper some projects and blow up the value of associated tokens. Founders of DeFi projects who’ve hoarded the coins created to run them could suddenly cash out, causing prices to drop. SushiSwap’s pseudonymous creator, Chef Nomi, sold tokens worth roughly $13 million in September before reversing course amid community outrage.\n“You can’t get those yields in the traditional space”\nThe history of crypto is filled with cautionary tales about investments riding a wave of hype and then falling apart. Around 2018, so-called initial coin offerings raised billions of dollars for projects, most of which turned out to be duds. DeFi converts say the difference now is that applications such as exchanges and lenders are generating revenue, even if just from crypto speculation. Uniswap, which announces its user statistics in real time, had trading volume of $813 million in one recent 24-hour period, generating $1.8 million in fees for those staking their tokens in its liquidity pool.\nWhat about the value of the tokens many DeFi projects give out? These coins aren’t exactly equity and don’t always confer any direct claim to profits. Often they give holders voting rights on the future of the project; investors may be hoping that as the protocols they’re associated with grow in popularity, so will the coins. But some DeFi platforms might not be as successful as they seem. Aleksander Kloda, who co-manages a DeFi fund at Nickel Digital Asset Management, says participation may be driven less by the value of a service than by the promise of free tokens. “In the short term, they can really make the picture a lot more difficult to read,” he says. “The logic is not quite correct if the volumes are only there because of the additional motivation the protocol gives you to participate.” As an investor, he tries to identify projects that have built up sustainable volume even without tantalizing yields.\nAdvocates of DeFi say the idea is still in its infancy, and it could eventually broaden its uses and reach into more traditional areas of finance. Their dream is a financial system run on the internet that doesn’t involve a credit officer at a JPMorgan branch, or a Citadel Securities investing in high-frequency infrastructure tokeep stock trading liquid.\nBut Elaine Ou, a blockchain engineer at Global Financial Access, argues there’s nothing wrong with DeFi being used only for crypto trading, either. “Look at Vegas and Macau—part of the reason they’re so valuable is that they allow you to do what other jurisdictions have banned,” says Ou, who alsowritesfor Bloomberg Opinion. “It is possible to build an entire industry up around speculation.”","news_type":1,"symbols_score_info":{"GBTC":0.9}},"isVote":1,"tweetType":1,"viewCount":1167,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"EN","totalScore":0},{"id":169490486,"gmtCreate":1623846254445,"gmtModify":1634027204587,"author":{"id":"3575233929847907","authorId":"3575233929847907","name":"Becca24","avatar":"https://static.laohu8.com/default-avatar.jpg","crmLevel":11,"crmLevelSwitch":0,"followedFlag":false,"authorIdStr":"3575233929847907","idStr":"3575233929847907"},"themes":[],"htmlText":"sweet","listText":"sweet","text":"sweet","images":[],"top":1,"highlighted":1,"essential":1,"paper":1,"likeSize":0,"commentSize":0,"repostSize":0,"link":"https://laohu8.com/post/169490486","repostId":"1128941988","repostType":4,"repost":{"id":"1128941988","kind":"news","pubTimestamp":1623841860,"share":"https://www.laohu8.com/m/news/1128941988?lang=zh_CN&edition=full","pubTime":"2021-06-16 19:11","market":"uk","language":"en","title":"Cathay working with Airbus on single-pilot system for long-haul<blockquote>国泰航空与空客合作开发长途单飞行员系统</blockquote>","url":"https://stock-news.laohu8.com/highlight/detail?id=1128941988","media":"Reuters","summary":"PARIS (Reuters) - Cathay Pacific is working with Airbus to introduce \"reduced crew\" long-haul flight","content":"<p>PARIS (Reuters) - Cathay Pacific is working with Airbus to introduce \"reduced crew\" long-haul flights with a sole pilot in the cockpit much of the time, industry sources told Reuters.</p><p><blockquote>巴黎（路透社）-业内消息人士告诉路透社，国泰航空正在与空中客车公司合作，推出“减少机组人员”的长途航班，驾驶舱大部分时间只有一名飞行员。</blockquote></p><p> The programme, known within Airbus as Project Connect, aims to certify its A350 jet for single-pilot operations during high-altitude cruise, starting in 2025 on Cathay passenger flights, the sources said.</p><p><blockquote>消息人士称，该计划在空客内部被称为Project Connect，旨在认证其A350喷气式飞机在高空巡航期间的单飞行员操作，从2025年开始在国泰客运航班上运行。</blockquote></p><p> High hurdles remain on the path to international acceptance. Once cleared, longer flights would become possible with a pair of pilots alternating rest breaks, instead of the three or four currently needed to maintain at least two in the cockpit.</p><p><blockquote>在获得国际认可的道路上仍然存在很高的障碍。一旦获得批准，更长的飞行将成为可能，两名飞行员交替休息，而不是目前需要三到四名飞行员在驾驶舱内保持至少两名飞行员。</blockquote></p><p> That promises savings for airlines, amid uncertainty over the post-pandemic economics of intercontinental flying. But it is likely to encounter resistance from pilots already hit by mass layoffs, and safety concerns about aircraft automation.</p><p><blockquote>在大流行后洲际飞行经济存在不确定性的情况下，这有望为航空公司节省成本。但它可能会遇到已经受到大规模裁员打击的飞行员的阻力，以及对飞机自动化的安全担忧。</blockquote></p><p> Lufthansa has also worked on the single-pilot programme but currently has no plans to use it, a spokesman for the German carrier told Reuters.</p><p><blockquote>德国汉莎航空公司发言人告诉路透社，该公司也致力于单飞行员计划，但目前没有使用该计划的计划。</blockquote></p><p> Cathay Pacific Airways confirmed its involvement but said no decision had been made on eventual deployment.</p><p><blockquote>国泰航空证实了其参与，但表示尚未就最终部署做出决定。</blockquote></p><p> \"While we are engaging with Airbus in the development of the concept of reduced crew operations, we have not committed in any way to being the launch customer,\" the Hong Kong carrier said.</p><p><blockquote>这家香港航空公司表示：“虽然我们正在与空客合作开发减少机组人员运营的概念，但我们并未以任何方式承诺成为发射客户。”</blockquote></p><p> Commercial implementation would first require extensive testing, regulatory approval and pilot training with \"absolutely no compromise on safety\", Cathay said.</p><p><blockquote>国泰航空表示，商业实施首先需要广泛的测试、监管部门的批准和飞行员培训，“绝对不会损害安全性”。</blockquote></p><p> \"The appropriateness and effectiveness of any such rollout as well as (the) overall cost-benefit analysis (will) ultimately depend on how the pandemic plays out.\"</p><p><blockquote>“任何此类推出的适当性和有效性以及总体成本效益分析最终将取决于大流行的发展情况。”</blockquote></p><p> It added: \"Having said that, we will continue to engage with Airbus and to support development of the concept.\"</p><p><blockquote>它补充道：“话虽如此，我们将继续与空客合作并支持这一概念的发展。”</blockquote></p><p> Airbus has previously disclosed plans to add single-pilot capability to the A350, but the airlines' participation had not been reported. Work has resumed after the COVID-19 crisis paused the programme, Chief Test Pilot Christophe Cail said.</p><p><blockquote>空客此前曾披露过为A350增加单飞行员能力的计划，但尚未报道该航空公司的参与情况。首席试飞员Christophe Cail说，在新冠肺炎危机暂停该项目后，工作已经恢复。</blockquote></p><p> \"We've proven over decades we can enhance safety by putting the latest technology in aircraft,\" Cail told Reuters, declining to identify project partners. \"As for any design evolution, we are working with airlines.\"</p><p><blockquote>“几十年来，我们已经证明，我们可以通过将最新技术应用于飞机来提高安全性，”Cail告诉路透社，但他拒绝透露项目合作伙伴。“至于任何设计演变，我们正在与航空公司合作。”</blockquote></p><p> VITAL SIGNS</p><p><blockquote>生命体征</blockquote></p><p> Safe deployment will require constant monitoring of the solo pilot's alertness and vital signs by on-board systems, the European Union Aviation Safety Agency (EASA) has said.</p><p><blockquote>欧盟航空安全局（EASA）表示，安全部署需要机载系统持续监测单人飞行员的警觉性和生命体征。</blockquote></p><p> If the flight encounters a problem or the pilot flying is incapacitated, the resting copilot can be summoned within minutes. Both remain in the cockpit for take-off and landing.</p><p><blockquote>如果航班遇到问题或正在飞行的飞行员丧失能力，可以在几分钟内召唤正在休息的副驾驶。两人都留在驾驶舱内进行起飞和降落。</blockquote></p><p> \"Typically on long-haul flights when you're at cruise altitude there's very little happening in the cockpit,\" EASA chief Patrick Ky told a German press briefing in January.</p><p><blockquote>EASA负责人帕特里克·基(Patrick Ky)在一月份的德国新闻发布会上表示：“通常在长途航班上，当你处于巡航高度时，驾驶舱内几乎不会发生任何事情。”</blockquote></p><p> \"It makes sense to say OK, instead of having two in the cockpit, we can have one in the cockpit, the other one taking a rest, provided we're implementing technical solutions which make sure that if the single one falls asleep or has any problem, there won't be any unsafe conditions.\"</p><p><blockquote>“说好吧，我们可以让一个在驾驶舱里，另一个休息，而不是在驾驶舱里有两个，前提是我们正在实施技术解决方案，确保如果一个睡着了或者有任何问题，就不会有任何不安全的情况。”</blockquote></p><p> Pilot groups have voiced alarm.</p><p><blockquote>飞行员小组已经发出了警报。</blockquote></p><p> \"We struggle to understand the rationale,\" said Otjan de Bruijn, head of the European Cockpit Association representing EU pilots.</p><p><blockquote>“我们很难理解其中的基本原理，”代表欧盟飞行员的欧洲驾驶舱协会主席Otjan de Bruijn说。</blockquote></p><p> Invoking the 737 MAX crisis, which exposed Boeing's inappropriate links to U.S. regulators, De Bruijn said the programme's cost-cutting approach \"could lead to higher risks\".</p><p><blockquote>De Bruijn援引737 MAX危机表示，该计划的成本削减方法“可能会导致更高的风险”，该危机暴露了波音与美国监管机构的不当联系。</blockquote></p><p> Single-pilot operations, currently limited to planes with up to nine passengers, would need backing from U.N. aviation body ICAO and countries whose airspace they cross. China's support is key to any Cathay deployment.</p><p><blockquote>单飞行员操作目前仅限于最多可容纳9名乘客的飞机，需要联合国航空机构国际民航组织及其所经过领空的国家的支持。中国的支持是国泰任何部署的关键。</blockquote></p><p> EASA plans consultations this year and certification work in 2022, while acknowledging \"significant risk\" to the 2025 launch date, a spokesman said.</p><p><blockquote>一位发言人表示，EASA计划今年进行磋商，2022年进行认证工作，同时承认2025年发射日期存在“重大风险”。</blockquote></p><p> In a closed-door industry briefing this year, the agency suggested reduced-crew flights would begin with a single operator, according to notes of the meeting reviewed by Reuters.</p><p><blockquote>根据路透社查阅的会议记录，在今年的一次闭门行业简报中，该机构建议减少机组人员的航班将从单一运营商开始。</blockquote></p><p> EMERGENCY DESCENT</p><p><blockquote>紧急下降</blockquote></p><p> Airbus has designed an A350 autopilot upgrade and flight warning system changes to help a lone pilot manage failures, sources close to the project said.</p><p><blockquote>接近该项目的消息人士称，空中客车公司设计了A350自动驾驶仪升级和飞行警告系统变更，以帮助孤独的飞行员管理故障。</blockquote></p><p> The mid-sized plane is suitable because of its \"emergency descent\" feature that quickly reduces altitude without pilot input in the event of cabin depressurisation.</p><p><blockquote>中型飞机是合适的，因为它的“紧急下降”功能，在机舱减压的情况下，无需飞行员输入即可快速降低高度。</blockquote></p><p> Proponents suggest single-pilot operations may be accepted by a flying public used to crew leaving the cockpit for bathroom breaks. They also point to higher error rates from human pilots than automated systems.</p><p><blockquote>支持者建议，习惯机组人员离开驾驶舱去洗手间休息的飞行公众可能会接受单飞行员操作。他们还指出，人类飞行员的错误率高于自动化系统。</blockquote></p><p> Both arguments miss the point, according to a source close to Lufthansa - who said the airline's executives were advised last year that the programme could not meet safety goals.</p><p><blockquote>据一位接近汉莎航空的消息人士称，这两种说法都没有抓住要点，他表示，该航空公司的高管去年被告知该计划无法达到安全目标。</blockquote></p><p></p><p> Flying solo for hours is a \"completely different story\", the source said, citing the 2009 AF447 disaster as an example of malfunctions occurring in cruise. The Air France A330's copilots lost control after its speed sensors failed over the Atlantic, while the captain was resting.</p><p><blockquote>消息人士称，单飞数小时是“完全不同的故事”，并引用2009年AF447灾难作为巡航中发生故障的例子。法航A330的副驾驶在大西洋上空速度传感器出现故障后失去控制，当时机长正在休息。</blockquote></p><p> \"Airbus would have had to make sure every situation can be handled autonomously without any pilot input for 15 minutes,\" the source said. \"And that couldn't be guaranteed.\"</p><p><blockquote>消息人士称：“空客必须确保每种情况都可以在15分钟内在没有任何飞行员输入的情况下自主处理。”“这是无法保证的。”</blockquote></p><p> Lufthansa has not withdrawn from Project Connect and remains involved as an adviser, its spokesman said.</p><p><blockquote>汉莎航空发言人表示，汉莎航空尚未退出Project Connect，仍作为顾问参与其中。</blockquote></p><p> While the airline has no plans to deploy single-pilot operations, he added, \"the suggestion that Lufthansa was an essential part of the project and then pulled back is not true.\"</p><p><blockquote>他补充说，虽然该航空公司没有部署单飞行员运营的计划，但“汉莎航空是该项目的重要组成部分然后又撤回的说法并不属实。”</blockquote></p><p> Single-pilot capability would add an A350 sales argument, experts say, and rival Boeing lacks an equivalent model with sufficient automation.</p><p><blockquote>专家表示，单飞行员能力将增加A350的销售理由，而竞争对手波音公司缺乏具有足够自动化的同等型号。</blockquote></p><p> Filippo Tomasello, a former EASA official, said the payroll and accommodation savings for long-haul crew would not be lost on airlines.</p><p><blockquote>前EASA官员Filippo Tomasello表示，航空公司不会损失长途机组人员的工资和住宿节省。</blockquote></p><p> \"COVID may end up accelerating this evolution because it's putting tremendous economic pressure on aviation,\" Tomasello predicted.</p><p><blockquote>托马塞洛预测：“新冠疫情最终可能会加速这种演变，因为它给航空业带来了巨大的经济压力。”</blockquote></p><p> \"If EASA certifies this solution, airlines will use it.\"</p><p><blockquote>“如果EASA认证了这个解决方案，航空公司就会使用它。”</blockquote></p><p></p>","source":"lsy1612507957220","collect":0,"html":"<!DOCTYPE html>\n<html>\n<head>\n<meta http-equiv=\"Content-Type\" content=\"text/html; 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color:#2a4b87;}\n.meta .head { display: inline-block; overflow: hidden}\n.head .h-thumb { width: 30px; height: 30px; margin: 0; padding: 0; border-radius: 50%; float: left;}\n.head .h-content { margin: 0; padding: 0 0 0 9px; float: left;}\n.head .h-name {font-size: 13px; color: #eee; margin: 0;}\n.head .h-time {font-size: 12.5px; color: #7E829C; margin: 0;}\n.small {font-size: 12.5px; display: inline-block; transform: scale(0.9); -webkit-transform: scale(0.9); transform-origin: left; -webkit-transform-origin: left;}\n.smaller {font-size: 12.5px; display: inline-block; transform: scale(0.8); -webkit-transform: scale(0.8); transform-origin: left; -webkit-transform-origin: left;}\n.bt-text {font-size: 12px;margin: 1.5em 0 0 0}\n.bt-text p {margin: 0}\n</style>\n</head>\n<body>\n<div class=\"wrapper\">\n<header>\n<h2 class=\"title\">\nCathay working with Airbus on single-pilot system for long-haul<blockquote>国泰航空与空客合作开发长途单飞行员系统</blockquote>\n</h2>\n<h4 class=\"meta\">\n<p class=\"head\">\n<strong class=\"h-name small\">Reuters</strong><span class=\"h-time small\">2021-06-16 19:11</span>\n</p>\n</h4>\n</header>\n<article>\n<p>PARIS (Reuters) - Cathay Pacific is working with Airbus to introduce \"reduced crew\" long-haul flights with a sole pilot in the cockpit much of the time, industry sources told Reuters.</p><p><blockquote>巴黎（路透社）-业内消息人士告诉路透社，国泰航空正在与空中客车公司合作，推出“减少机组人员”的长途航班，驾驶舱大部分时间只有一名飞行员。</blockquote></p><p> The programme, known within Airbus as Project Connect, aims to certify its A350 jet for single-pilot operations during high-altitude cruise, starting in 2025 on Cathay passenger flights, the sources said.</p><p><blockquote>消息人士称，该计划在空客内部被称为Project Connect，旨在认证其A350喷气式飞机在高空巡航期间的单飞行员操作，从2025年开始在国泰客运航班上运行。</blockquote></p><p> High hurdles remain on the path to international acceptance. Once cleared, longer flights would become possible with a pair of pilots alternating rest breaks, instead of the three or four currently needed to maintain at least two in the cockpit.</p><p><blockquote>在获得国际认可的道路上仍然存在很高的障碍。一旦获得批准，更长的飞行将成为可能，两名飞行员交替休息，而不是目前需要三到四名飞行员在驾驶舱内保持至少两名飞行员。</blockquote></p><p> That promises savings for airlines, amid uncertainty over the post-pandemic economics of intercontinental flying. But it is likely to encounter resistance from pilots already hit by mass layoffs, and safety concerns about aircraft automation.</p><p><blockquote>在大流行后洲际飞行经济存在不确定性的情况下，这有望为航空公司节省成本。但它可能会遇到已经受到大规模裁员打击的飞行员的阻力，以及对飞机自动化的安全担忧。</blockquote></p><p> Lufthansa has also worked on the single-pilot programme but currently has no plans to use it, a spokesman for the German carrier told Reuters.</p><p><blockquote>德国汉莎航空公司发言人告诉路透社，该公司也致力于单飞行员计划，但目前没有使用该计划的计划。</blockquote></p><p> Cathay Pacific Airways confirmed its involvement but said no decision had been made on eventual deployment.</p><p><blockquote>国泰航空证实了其参与，但表示尚未就最终部署做出决定。</blockquote></p><p> \"While we are engaging with Airbus in the development of the concept of reduced crew operations, we have not committed in any way to being the launch customer,\" the Hong Kong carrier said.</p><p><blockquote>这家香港航空公司表示：“虽然我们正在与空客合作开发减少机组人员运营的概念，但我们并未以任何方式承诺成为发射客户。”</blockquote></p><p> Commercial implementation would first require extensive testing, regulatory approval and pilot training with \"absolutely no compromise on safety\", Cathay said.</p><p><blockquote>国泰航空表示，商业实施首先需要广泛的测试、监管部门的批准和飞行员培训，“绝对不会损害安全性”。</blockquote></p><p> \"The appropriateness and effectiveness of any such rollout as well as (the) overall cost-benefit analysis (will) ultimately depend on how the pandemic plays out.\"</p><p><blockquote>“任何此类推出的适当性和有效性以及总体成本效益分析最终将取决于大流行的发展情况。”</blockquote></p><p> It added: \"Having said that, we will continue to engage with Airbus and to support development of the concept.\"</p><p><blockquote>它补充道：“话虽如此，我们将继续与空客合作并支持这一概念的发展。”</blockquote></p><p> Airbus has previously disclosed plans to add single-pilot capability to the A350, but the airlines' participation had not been reported. Work has resumed after the COVID-19 crisis paused the programme, Chief Test Pilot Christophe Cail said.</p><p><blockquote>空客此前曾披露过为A350增加单飞行员能力的计划，但尚未报道该航空公司的参与情况。首席试飞员Christophe Cail说，在新冠肺炎危机暂停该项目后，工作已经恢复。</blockquote></p><p> \"We've proven over decades we can enhance safety by putting the latest technology in aircraft,\" Cail told Reuters, declining to identify project partners. \"As for any design evolution, we are working with airlines.\"</p><p><blockquote>“几十年来，我们已经证明，我们可以通过将最新技术应用于飞机来提高安全性，”Cail告诉路透社，但他拒绝透露项目合作伙伴。“至于任何设计演变，我们正在与航空公司合作。”</blockquote></p><p> VITAL SIGNS</p><p><blockquote>生命体征</blockquote></p><p> Safe deployment will require constant monitoring of the solo pilot's alertness and vital signs by on-board systems, the European Union Aviation Safety Agency (EASA) has said.</p><p><blockquote>欧盟航空安全局（EASA）表示，安全部署需要机载系统持续监测单人飞行员的警觉性和生命体征。</blockquote></p><p> If the flight encounters a problem or the pilot flying is incapacitated, the resting copilot can be summoned within minutes. Both remain in the cockpit for take-off and landing.</p><p><blockquote>如果航班遇到问题或正在飞行的飞行员丧失能力，可以在几分钟内召唤正在休息的副驾驶。两人都留在驾驶舱内进行起飞和降落。</blockquote></p><p> \"Typically on long-haul flights when you're at cruise altitude there's very little happening in the cockpit,\" EASA chief Patrick Ky told a German press briefing in January.</p><p><blockquote>EASA负责人帕特里克·基(Patrick Ky)在一月份的德国新闻发布会上表示：“通常在长途航班上，当你处于巡航高度时，驾驶舱内几乎不会发生任何事情。”</blockquote></p><p> \"It makes sense to say OK, instead of having two in the cockpit, we can have one in the cockpit, the other one taking a rest, provided we're implementing technical solutions which make sure that if the single one falls asleep or has any problem, there won't be any unsafe conditions.\"</p><p><blockquote>“说好吧，我们可以让一个在驾驶舱里，另一个休息，而不是在驾驶舱里有两个，前提是我们正在实施技术解决方案，确保如果一个睡着了或者有任何问题，就不会有任何不安全的情况。”</blockquote></p><p> Pilot groups have voiced alarm.</p><p><blockquote>飞行员小组已经发出了警报。</blockquote></p><p> \"We struggle to understand the rationale,\" said Otjan de Bruijn, head of the European Cockpit Association representing EU pilots.</p><p><blockquote>“我们很难理解其中的基本原理，”代表欧盟飞行员的欧洲驾驶舱协会主席Otjan de Bruijn说。</blockquote></p><p> Invoking the 737 MAX crisis, which exposed Boeing's inappropriate links to U.S. regulators, De Bruijn said the programme's cost-cutting approach \"could lead to higher risks\".</p><p><blockquote>De Bruijn援引737 MAX危机表示，该计划的成本削减方法“可能会导致更高的风险”，该危机暴露了波音与美国监管机构的不当联系。</blockquote></p><p> Single-pilot operations, currently limited to planes with up to nine passengers, would need backing from U.N. aviation body ICAO and countries whose airspace they cross. China's support is key to any Cathay deployment.</p><p><blockquote>单飞行员操作目前仅限于最多可容纳9名乘客的飞机，需要联合国航空机构国际民航组织及其所经过领空的国家的支持。中国的支持是国泰任何部署的关键。</blockquote></p><p> EASA plans consultations this year and certification work in 2022, while acknowledging \"significant risk\" to the 2025 launch date, a spokesman said.</p><p><blockquote>一位发言人表示，EASA计划今年进行磋商，2022年进行认证工作，同时承认2025年发射日期存在“重大风险”。</blockquote></p><p> In a closed-door industry briefing this year, the agency suggested reduced-crew flights would begin with a single operator, according to notes of the meeting reviewed by Reuters.</p><p><blockquote>根据路透社查阅的会议记录，在今年的一次闭门行业简报中，该机构建议减少机组人员的航班将从单一运营商开始。</blockquote></p><p> EMERGENCY DESCENT</p><p><blockquote>紧急下降</blockquote></p><p> Airbus has designed an A350 autopilot upgrade and flight warning system changes to help a lone pilot manage failures, sources close to the project said.</p><p><blockquote>接近该项目的消息人士称，空中客车公司设计了A350自动驾驶仪升级和飞行警告系统变更，以帮助孤独的飞行员管理故障。</blockquote></p><p> The mid-sized plane is suitable because of its \"emergency descent\" feature that quickly reduces altitude without pilot input in the event of cabin depressurisation.</p><p><blockquote>中型飞机是合适的，因为它的“紧急下降”功能，在机舱减压的情况下，无需飞行员输入即可快速降低高度。</blockquote></p><p> Proponents suggest single-pilot operations may be accepted by a flying public used to crew leaving the cockpit for bathroom breaks. They also point to higher error rates from human pilots than automated systems.</p><p><blockquote>支持者建议，习惯机组人员离开驾驶舱去洗手间休息的飞行公众可能会接受单飞行员操作。他们还指出，人类飞行员的错误率高于自动化系统。</blockquote></p><p> Both arguments miss the point, according to a source close to Lufthansa - who said the airline's executives were advised last year that the programme could not meet safety goals.</p><p><blockquote>据一位接近汉莎航空的消息人士称，这两种说法都没有抓住要点，他表示，该航空公司的高管去年被告知该计划无法达到安全目标。</blockquote></p><p></p><p> Flying solo for hours is a \"completely different story\", the source said, citing the 2009 AF447 disaster as an example of malfunctions occurring in cruise. The Air France A330's copilots lost control after its speed sensors failed over the Atlantic, while the captain was resting.</p><p><blockquote>消息人士称，单飞数小时是“完全不同的故事”，并引用2009年AF447灾难作为巡航中发生故障的例子。法航A330的副驾驶在大西洋上空速度传感器出现故障后失去控制，当时机长正在休息。</blockquote></p><p> \"Airbus would have had to make sure every situation can be handled autonomously without any pilot input for 15 minutes,\" the source said. \"And that couldn't be guaranteed.\"</p><p><blockquote>消息人士称：“空客必须确保每种情况都可以在15分钟内在没有任何飞行员输入的情况下自主处理。”“这是无法保证的。”</blockquote></p><p> Lufthansa has not withdrawn from Project Connect and remains involved as an adviser, its spokesman said.</p><p><blockquote>汉莎航空发言人表示，汉莎航空尚未退出Project Connect，仍作为顾问参与其中。</blockquote></p><p> While the airline has no plans to deploy single-pilot operations, he added, \"the suggestion that Lufthansa was an essential part of the project and then pulled back is not true.\"</p><p><blockquote>他补充说，虽然该航空公司没有部署单飞行员运营的计划，但“汉莎航空是该项目的重要组成部分然后又撤回的说法并不属实。”</blockquote></p><p> Single-pilot capability would add an A350 sales argument, experts say, and rival Boeing lacks an equivalent model with sufficient automation.</p><p><blockquote>专家表示，单飞行员能力将增加A350的销售理由，而竞争对手波音公司缺乏具有足够自动化的同等型号。</blockquote></p><p> Filippo Tomasello, a former EASA official, said the payroll and accommodation savings for long-haul crew would not be lost on airlines.</p><p><blockquote>前EASA官员Filippo Tomasello表示，航空公司不会损失长途机组人员的工资和住宿节省。</blockquote></p><p> \"COVID may end up accelerating this evolution because it's putting tremendous economic pressure on aviation,\" Tomasello predicted.</p><p><blockquote>托马塞洛预测：“新冠疫情最终可能会加速这种演变，因为它给航空业带来了巨大的经济压力。”</blockquote></p><p> \"If EASA certifies this solution, airlines will use it.\"</p><p><blockquote>“如果EASA认证了这个解决方案，航空公司就会使用它。”</blockquote></p><p></p>\n<div class=\"bt-text\">\n\n\n<p> 来源：<a href=\"https://finance.yahoo.com/news/exclusive-cathay-working-airbus-single-110037523.html\">Reuters</a></p>\n<p>为提升您的阅读体验，我们对本页面进行了排版优化</p>\n\n\n</div>\n</article>\n</div>\n</body>\n</html>\n","type":0,"thumbnail":"","relate_stocks":{"0KVV.UK":"空中客车集团"},"source_url":"https://finance.yahoo.com/news/exclusive-cathay-working-airbus-single-110037523.html","is_english":true,"share_image_url":"https://static.laohu8.com/e9f99090a1c2ed51c021029395664489","article_id":"1128941988","content_text":"PARIS (Reuters) - Cathay Pacific is working with Airbus to introduce \"reduced crew\" long-haul flights with a sole pilot in the cockpit much of the time, industry sources told Reuters.\nThe programme, known within Airbus as Project Connect, aims to certify its A350 jet for single-pilot operations during high-altitude cruise, starting in 2025 on Cathay passenger flights, the sources said.\nHigh hurdles remain on the path to international acceptance. Once cleared, longer flights would become possible with a pair of pilots alternating rest breaks, instead of the three or four currently needed to maintain at least two in the cockpit.\nThat promises savings for airlines, amid uncertainty over the post-pandemic economics of intercontinental flying. But it is likely to encounter resistance from pilots already hit by mass layoffs, and safety concerns about aircraft automation.\nLufthansa has also worked on the single-pilot programme but currently has no plans to use it, a spokesman for the German carrier told Reuters.\nCathay Pacific Airways confirmed its involvement but said no decision had been made on eventual deployment.\n\"While we are engaging with Airbus in the development of the concept of reduced crew operations, we have not committed in any way to being the launch customer,\" the Hong Kong carrier said.\nCommercial implementation would first require extensive testing, regulatory approval and pilot training with \"absolutely no compromise on safety\", Cathay said.\n\"The appropriateness and effectiveness of any such rollout as well as (the) overall cost-benefit analysis (will) ultimately depend on how the pandemic plays out.\"\nIt added: \"Having said that, we will continue to engage with Airbus and to support development of the concept.\"\nAirbus has previously disclosed plans to add single-pilot capability to the A350, but the airlines' participation had not been reported. Work has resumed after the COVID-19 crisis paused the programme, Chief Test Pilot Christophe Cail said.\n\"We've proven over decades we can enhance safety by putting the latest technology in aircraft,\" Cail told Reuters, declining to identify project partners. \"As for any design evolution, we are working with airlines.\"\nVITAL SIGNS\nSafe deployment will require constant monitoring of the solo pilot's alertness and vital signs by on-board systems, the European Union Aviation Safety Agency (EASA) has said.\nIf the flight encounters a problem or the pilot flying is incapacitated, the resting copilot can be summoned within minutes. Both remain in the cockpit for take-off and landing.\n\"Typically on long-haul flights when you're at cruise altitude there's very little happening in the cockpit,\" EASA chief Patrick Ky told a German press briefing in January.\n\"It makes sense to say OK, instead of having two in the cockpit, we can have one in the cockpit, the other one taking a rest, provided we're implementing technical solutions which make sure that if the single one falls asleep or has any problem, there won't be any unsafe conditions.\"\nPilot groups have voiced alarm.\n\"We struggle to understand the rationale,\" said Otjan de Bruijn, head of the European Cockpit Association representing EU pilots.\nInvoking the 737 MAX crisis, which exposed Boeing's inappropriate links to U.S. regulators, De Bruijn said the programme's cost-cutting approach \"could lead to higher risks\".\nSingle-pilot operations, currently limited to planes with up to nine passengers, would need backing from U.N. aviation body ICAO and countries whose airspace they cross. China's support is key to any Cathay deployment.\nEASA plans consultations this year and certification work in 2022, while acknowledging \"significant risk\" to the 2025 launch date, a spokesman said.\nIn a closed-door industry briefing this year, the agency suggested reduced-crew flights would begin with a single operator, according to notes of the meeting reviewed by Reuters.\nEMERGENCY DESCENT\nAirbus has designed an A350 autopilot upgrade and flight warning system changes to help a lone pilot manage failures, sources close to the project said.\nThe mid-sized plane is suitable because of its \"emergency descent\" feature that quickly reduces altitude without pilot input in the event of cabin depressurisation.\nProponents suggest single-pilot operations may be accepted by a flying public used to crew leaving the cockpit for bathroom breaks. They also point to higher error rates from human pilots than automated systems.\nBoth arguments miss the point, according to a source close to Lufthansa - who said the airline's executives were advised last year that the programme could not meet safety goals.\nFlying solo for hours is a \"completely different story\", the source said, citing the 2009 AF447 disaster as an example of malfunctions occurring in cruise. The Air France A330's copilots lost control after its speed sensors failed over the Atlantic, while the captain was resting.\n\"Airbus would have had to make sure every situation can be handled autonomously without any pilot input for 15 minutes,\" the source said. \"And that couldn't be guaranteed.\"\nLufthansa has not withdrawn from Project Connect and remains involved as an adviser, its spokesman said.\nWhile the airline has no plans to deploy single-pilot operations, he added, \"the suggestion that Lufthansa was an essential part of the project and then pulled back is not true.\"\nSingle-pilot capability would add an A350 sales argument, experts say, and rival Boeing lacks an equivalent model with sufficient automation.\nFilippo Tomasello, a former EASA official, said the payroll and accommodation savings for long-haul crew would not be lost on airlines.\n\"COVID may end up accelerating this evolution because it's putting tremendous economic pressure on aviation,\" Tomasello predicted.\n\"If EASA certifies this solution, airlines will use it.\"","news_type":1,"symbols_score_info":{"0KVV.UK":0.9,"EADSF":0.9}},"isVote":1,"tweetType":1,"viewCount":1150,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"EN","totalScore":0}],"defaultTab":"following","isTTM":false}