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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打造了价值 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打造了价值 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":"us","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打造了价值 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赚取负利率。或者，他可以通过将资金锁定在加密货币市场更荒凉的角落之一（称为去中心化金融或 DeFi），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>他决定拿那20%。“总部位于瑞士的圣哥达基金管理公司（St. Gotthard Fund Management）的联合创始人说：”你无法在传统领域获得这样的收益率。这一策略如此新颖，以至于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--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，想象一下代码不仅仅是记录交易。它运营贷款平台、保险公司和金融市场，几乎没有人工中介。那就是sDeFi。</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员可以通过以加密代币的形式承诺这些无形且基本上不受监管的金融机构运转所需的资金来收取收益。DeFi Pulse 数据显示，在上个月的高峰期，投资者向各种 DeFi 项目投入了多达 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是一个名为 DAO 的基金，它成为了 5500 万美元被盗的受害者，有人利用其代码中的漏洞抽走了资金）。目前，它主要是一个为加密世界打造的加密世界。去中心化的贷方在很大程度上接受加密存款，向寻求加密赌注杠杆的人发放贷款；分散的交易所用于交易加密硬币；去中心化的保险公司负责加密黑客。</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，而是以通常晦涩难懂的代币计价。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堆积代币，而这些代币在现实世界中仍然具有有限的效用。如果说回报率很高，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 项目不需要位于任何物理地点，因此很难对其进行监管，这使得该领域很容易受到诈骗和洗钱计划的影响。尽管如此，DeFi 的倡导者认为这项技术有能力开拓市场，打造新型金融产品。</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 程序是如何运作的，请查看 atSushiSwap，这是一家去年启动的去中心化加密货币交易所。它基于另一个名为 Duniswap 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并且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两种硬币配对--例如，第二大最受欢迎的加密货币和 DeFi 的支柱以太币，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>像维什涅夫斯基这样的投资者会购买这两种代币，然后将它们暂时锁定在资金池中，供交易者使用。一种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，他还可以获得池中交易产生的一部分费用，以及免费的额外寿司代币。(新增的寿司代币可以在其他交易对上赚取，而不仅仅是涉及寿司的交易对）。</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，交易者可能希望借用稳定币--其价值与美元等传统货币挂钩的代币--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，的确如此。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。一些本身就是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 ”的加密货币交易成本会蚕食利润。此外，支付这些收益率的加密货币的价值可能会大幅波动。最近一天，比特币下跌了 10%，而 Uniswap 等热门 DeFi 币则下跌了近 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，并推高相关代币的价值。DeFi 项目的创始人囤积了为运行这些项目而创造的硬币，他们可能会突然套现，导致价格下跌。SushiSwap 的化名创始人、厨师 Nomi 在 9 月份出售了价值约 1300 万美元的代币，但在社区的愤怒中改变了方向。</blockquote></p><p> “You can’t get those yields in the traditional space”</p><p><blockquote>“在传统领域，你无法获得这些收益”</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，所谓的首次硬币发行为项目筹集了数十亿美元，其中大部分被证明是哑弹。DeFi converts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押注代币的人产生了 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>很多DeFi项目发放的代币价值呢？这些硬币并不完全是股权，也不总是能直接获得利润。他们通常赋予持有者对项目未来的投票权；投资者可能希望，随着与之相关的协议越来越受欢迎，硬币也会越来越受欢迎。但一些DeFi平台可能并不像看起来那么成功。Nickel Digital Asset Management 共同管理 DeFi 基金的亚历山大·克洛达 (Aleksander Kloda) 表示，参与的动力可能与其说是服务的价值，不如说是免费代币的承诺。“他说：”从短期来看，它们真的会让画面变得更加难以阅读。“如果音量的存在仅仅是因为协议给了你额外的参与动机，那么这种逻辑就不太正确”。作为一名投资者，他试图确定即使没有诱人的回报也能建立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 的支持者表示，这一想法仍处于起步阶段，最终可能会扩大其用途，并扩展到更传统的金融领域。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员，也不涉及投资高频基础设施以保持股票交易流动性的城堡证券。</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--它们之所以如此有价值，部分原因在于它们允许你做其他司法管辖区禁止的事情，”也是彭博观点的撰稿人的欧说。“围绕投机建立一个完整的产业是可能的”。</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打造了价值 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打造了价值 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赚取负利率。或者，他可以通过将资金锁定在加密货币市场更荒凉的角落之一（称为去中心化金融或 DeFi），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>他决定拿那20%。“总部位于瑞士的圣哥达基金管理公司（St. Gotthard Fund Management）的联合创始人说：”你无法在传统领域获得这样的收益率。这一策略如此新颖，以至于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--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，想象一下代码不仅仅是记录交易。它运营贷款平台、保险公司和金融市场，几乎没有人工中介。那就是sDeFi。</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员可以通过以加密代币的形式承诺这些无形且基本上不受监管的金融机构运转所需的资金来收取收益。DeFi Pulse 数据显示，在上个月的高峰期，投资者向各种 DeFi 项目投入了多达 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是一个名为 DAO 的基金，它成为了 5500 万美元被盗的受害者，有人利用其代码中的漏洞抽走了资金）。目前，它主要是一个为加密世界打造的加密世界。去中心化的贷方在很大程度上接受加密存款，向寻求加密赌注杠杆的人发放贷款；分散的交易所用于交易加密硬币；去中心化的保险公司负责加密黑客。</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，而是以通常晦涩难懂的代币计价。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堆积代币，而这些代币在现实世界中仍然具有有限的效用。如果说回报率很高，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 项目不需要位于任何物理地点，因此很难对其进行监管，这使得该领域很容易受到诈骗和洗钱计划的影响。尽管如此，DeFi 的倡导者认为这项技术有能力开拓市场，打造新型金融产品。</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 程序是如何运作的，请查看 atSushiSwap，这是一家去年启动的去中心化加密货币交易所。它基于另一个名为 Duniswap 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并且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两种硬币配对--例如，第二大最受欢迎的加密货币和 DeFi 的支柱以太币，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>像维什涅夫斯基这样的投资者会购买这两种代币，然后将它们暂时锁定在资金池中，供交易者使用。一种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，他还可以获得池中交易产生的一部分费用，以及免费的额外寿司代币。(新增的寿司代币可以在其他交易对上赚取，而不仅仅是涉及寿司的交易对）。</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，交易者可能希望借用稳定币--其价值与美元等传统货币挂钩的代币--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，的确如此。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。一些本身就是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 ”的加密货币交易成本会蚕食利润。此外，支付这些收益率的加密货币的价值可能会大幅波动。最近一天，比特币下跌了 10%，而 Uniswap 等热门 DeFi 币则下跌了近 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，并推高相关代币的价值。DeFi 项目的创始人囤积了为运行这些项目而创造的硬币，他们可能会突然套现，导致价格下跌。SushiSwap 的化名创始人、厨师 Nomi 在 9 月份出售了价值约 1300 万美元的代币，但在社区的愤怒中改变了方向。</blockquote></p><p> “You can’t get those yields in the traditional space”</p><p><blockquote>“在传统领域，你无法获得这些收益”</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，所谓的首次硬币发行为项目筹集了数十亿美元，其中大部分被证明是哑弹。DeFi converts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押注代币的人产生了 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>很多DeFi项目发放的代币价值呢？这些硬币并不完全是股权，也不总是能直接获得利润。他们通常赋予持有者对项目未来的投票权；投资者可能希望，随着与之相关的协议越来越受欢迎，硬币也会越来越受欢迎。但一些DeFi平台可能并不像看起来那么成功。Nickel Digital Asset Management 共同管理 DeFi 基金的亚历山大·克洛达 (Aleksander Kloda) 表示，参与的动力可能与其说是服务的价值，不如说是免费代币的承诺。“他说：”从短期来看，它们真的会让画面变得更加难以阅读。“如果音量的存在仅仅是因为协议给了你额外的参与动机，那么这种逻辑就不太正确”。作为一名投资者，他试图确定即使没有诱人的回报也能建立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 的支持者表示，这一想法仍处于起步阶段，最终可能会扩大其用途，并扩展到更传统的金融领域。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员，也不涉及投资高频基础设施以保持股票交易流动性的城堡证券。</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--它们之所以如此有价值，部分原因在于它们允许你做其他司法管辖区禁止的事情，”也是彭博观点的撰稿人的欧说。“围绕投机建立一个完整的产业是可能的”。</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":1985,"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":[],"title":"","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.laohunote.com/m/news/1128941988?lang=zh_CN&edition=full","pubTime":"2021-06-16 19:11","market":"us","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）-行业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，旨在从 2025 年开始在国泰客运航班上对其 A350 喷气式飞机进行高空巡航期间的单飞行员操作认证。</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，更长时间的飞行将成为可能，两名飞行员交替休息，而不是目前需要三四名飞行员在驾驶舱中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>在大流行后洲际航班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，汉莎航空公司也致力于单人飞行员计划，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>国泰表示，商业实施首先需要广泛的测试、监管部门批准和飞行员培训，“绝对不影响安全”。</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疫情的发展情况。”</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开发。”</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>空客此前曾透露计划为 A350 增加单人飞行员功能，但尚未有航空公司参与的报道。首席试飞员克里斯托夫·凯尔说，在新冠肺炎危机暂停该计划后，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>凯尔告诉路透社：“几十年来，我们已经证明，我们可以通过在飞机上安装最新技术来提高安全性。”但他拒绝透露项目合作伙伴的身份。“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，安全部署需要通过机载系统持续监控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>如果飞行遇到问题或飞行员无法飞行，休息的副驾驶可以在几分钟内被召唤。两者都留在驾驶舱内进行起飞和着陆。</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什么事情。”</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，而不是在驾驶舱里放两个，另一个在休息，前提是我们正在实施技术解决方案，以确保如果单个睡着或有任何问题，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奥特扬·德·布鲁因说。</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>德布鲁因援引 737 MAX 危机（该危机暴露了波音公司与美国监管机构的不当联系）表示，该计划的成本削减方法“可能会导致更高的风险”。</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>单飞行员运营目前仅限于最多可搭载 9 名乘客的飞机，需要联合国航空机构 ICAO 及其领空穿越国家的支持。中国的支持是国泰航空部署的关键。</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 年开展认证工作，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会上，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，空客设计了 A350 自动驾驶仪升级和飞行预警系统更改，以帮助单独飞行员管理故障。</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>中型飞机之所以合适，是因为它具有“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，单飞行员操作可能会被习惯于机组人员离开驾驶舱去上厕所的飞行公众所接受。他们还指出，与自动化系统相比，人类飞行员的错误率更高。</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，这两种论点都没有抓住要点，该消息人士称，该航空公司的高管去年被告知该计划无法实现安全目标。</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，单独飞行数小时是一个“完全不同的故事”，并引用了 2009 年 AF447 灾难作为巡航中发生故障的一个例子。法航 A330 的副驾驶在大西洋上空的速度传感器发生故障后失去了控制，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能在 15 分钟内无需任何飞行员输入即可自主处理。”“这不能保证。”</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，汉莎航空并未退出 Project Connect，仍以顾问身份参与其中。</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>虽然该航空公司没有部署单人飞行员运营的计划，但他补充说，“汉莎航空是该项目的重要组成部分，然后又撤回的说法是不正确的。”</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 的销售论点，而竞争对手波音公司缺乏具有足够自动化的同等机型。</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>EASA 前官员 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一演变，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 认证该解决方案，航空公司将使用它。”</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）-行业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，旨在从 2025 年开始在国泰客运航班上对其 A350 喷气式飞机进行高空巡航期间的单飞行员操作认证。</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，更长时间的飞行将成为可能，两名飞行员交替休息，而不是目前需要三四名飞行员在驾驶舱中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>在大流行后洲际航班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，汉莎航空公司也致力于单人飞行员计划，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>国泰表示，商业实施首先需要广泛的测试、监管部门批准和飞行员培训，“绝对不影响安全”。</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疫情的发展情况。”</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开发。”</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>空客此前曾透露计划为 A350 增加单人飞行员功能，但尚未有航空公司参与的报道。首席试飞员克里斯托夫·凯尔说，在新冠肺炎危机暂停该计划后，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>凯尔告诉路透社：“几十年来，我们已经证明，我们可以通过在飞机上安装最新技术来提高安全性。”但他拒绝透露项目合作伙伴的身份。“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，安全部署需要通过机载系统持续监控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>如果飞行遇到问题或飞行员无法飞行，休息的副驾驶可以在几分钟内被召唤。两者都留在驾驶舱内进行起飞和着陆。</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什么事情。”</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，而不是在驾驶舱里放两个，另一个在休息，前提是我们正在实施技术解决方案，以确保如果单个睡着或有任何问题，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奥特扬·德·布鲁因说。</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>德布鲁因援引 737 MAX 危机（该危机暴露了波音公司与美国监管机构的不当联系）表示，该计划的成本削减方法“可能会导致更高的风险”。</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>单飞行员运营目前仅限于最多可搭载 9 名乘客的飞机，需要联合国航空机构 ICAO 及其领空穿越国家的支持。中国的支持是国泰航空部署的关键。</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 年开展认证工作，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会上，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，空客设计了 A350 自动驾驶仪升级和飞行预警系统更改，以帮助单独飞行员管理故障。</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>中型飞机之所以合适，是因为它具有“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，单飞行员操作可能会被习惯于机组人员离开驾驶舱去上厕所的飞行公众所接受。他们还指出，与自动化系统相比，人类飞行员的错误率更高。</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，这两种论点都没有抓住要点，该消息人士称，该航空公司的高管去年被告知该计划无法实现安全目标。</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，单独飞行数小时是一个“完全不同的故事”，并引用了 2009 年 AF447 灾难作为巡航中发生故障的一个例子。法航 A330 的副驾驶在大西洋上空的速度传感器发生故障后失去了控制，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能在 15 分钟内无需任何飞行员输入即可自主处理。”“这不能保证。”</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，汉莎航空并未退出 Project Connect，仍以顾问身份参与其中。</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>虽然该航空公司没有部署单人飞行员运营的计划，但他补充说，“汉莎航空是该项目的重要组成部分，然后又撤回的说法是不正确的。”</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 的销售论点，而竞争对手波音公司缺乏具有足够自动化的同等机型。</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>EASA 前官员 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一演变，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 认证该解决方案，航空公司将使用它。”</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":1979,"authorTweetTopStatus":1,"verified":2,"comments":[],"imageCount":0,"langContent":"EN","totalScore":0}],"defaultTab":"posts","isTTM":false}