Hello and welcome to Regulator, a newsletter for Verge subscribers about the politics of technology and the technology of politics — now landing in your inbox on Wednesdays! If someone has forwarded this email to you, and you’re not a Verge subscriber yet, you should sign up right here, and not just because it would be really, really cool if you do that. We can apparently see how many non-subscribers have opened this email, and why should Palantir get all the “spying on people” fun?
Technology
Trump’s AI chief’s big Iran warning gets big time ignored
Do you have cool events to highlight, tips to toss over, and secrets to spill? Send everything to tina.nguyen+tips@theverge.com. Or, if you’re truly tech-pilled, send me a message on LinkedIn.
Surprisingly, artificial intelligence does not take the highest political priority during a war — much less an ill-conceived war with Iran that’s paralyzed the energy markets, destabilized America’s relationships with the Middle East and Europe, and alienated members of President Donald Trump’s diehard MAGA coalition. (Just yesterday, Joe Kent, election denier and onetime Trump-endorsed congressional candidate, announced that he was stepping down as the director of the National Counterterrorism Center in protest of the Iran war.) But the effect it’ll have on the tech and AI industry — and industry in general — is so dire that David Sacks, billionaire and the AI and crypto czar shaping the Trump administration’s tech policies, did something politically risky: He publicly suggested that Donald Trump find some way to get out of the Iran war.
Last Friday on his podcast All In, Sacks and his crew laid out several alarmingly realistic scenarios based on recent developments: Iran indicated it was willing to attack oil and gas depots in neighboring countries, destroy desalination plants crucial for supplying water to over 100 million people (which Sacks described as a “humanitarian crisis” that would render the Middle East uninhabitable), and bombard Israel until it either relented or decided to use a nuclear weapon. The Democrats would probably win the midterms. But also, and arguably worse, World War III was possible. “This would be a really good time to take stock of where we are and try, I think, to seek an off-ramp,” he told his co-hosts. “And look, if escalation doesn’t lead anywhere good, then you have to think about, well, how do you de-escalate? And de-escalation, I think, involves reaching some sort of ceasefire agreement or some sort of negotiated settlement with Iran.”
Whatever advice Sacks may have tried to offer has fallen on deaf ears. On top of the US military’s continued assault on Iranian oil infrastructure, over the past few days, Trump said he was open to putting US troops on the ground in Iran, said that NATO countries hesitant to support him were making a “foolish” decision, and just because, added that he was thinking of invading Cuba next. Trump also told reporters this week that Sacks had not spoken to him about the war, either. Whether that’s true or not, Trump often defaults to this explanation when trying to diminish a critic. And the sources I speak to around the White House — especially the ones familiar with Trump’s MO — are pessimistic that Sacks will have any shot at getting the president to listen to him.
A David Sacks hater may note that the billionaire has hit the boundaries of his perceived influence on Trump. At the same time, every single one of Trump’s former allies — especially the ones who don’t work for him — have hit that limit, too. The MAGA anti-war isolationists have been completely betrayed. The titans of industry who care about the markets are at the mercy of Trump’s whims. Heck, Trump has turned around and embraced the neoconservatives who used to despise him, but are now the only people on the right clamoring for regime change in Iran. (If you want to get a sense of how his administration underlings are enabling Trump, I was literally at the Pentagon last week for a vibe check.)
Out of the Trump oligarch classes, the technologists may suffer the longest term effects. Unlike the MAGA base, who’d supported Trump for intangible ideological reasons, Big Tech’s got a deeply financial incentive to stay allied with the president. So much of their current advantages rely on their direct relationships and ability to assuage his ego, which has certainly paid dividends for them over the past year: antitrust investigations dropped, trade loopholes opened, executive orders signed, and so on. (What do you think the ballroom donations were for?) And it’s possible that they believed that the Iran situation would be similar to Venezuela, wherein they’d reap the benefits of seizing Iran’s oil supply, and decided not to intervene.
But there’s a critical characteristic they overlooked, one that dates back to Trump’s relationship with Roy Cohn in the ’70s: Trump does not like to be humiliated by his foes, and Trump is always inclined to strike back twice as hard in order to crush their spirits, with little care for consequences or long-term damage. It mostly manifests via legal challenges and lawsuits in America, but has occasionally gone in a violent direction (see: January 6th and the ICE protests in Minnesota). In this case, he is trying to one-up a violent religious theocracy, which declared a military jihad against the United States in the wake of Khamenei’s death, and also possesses missiles. The rich nerds who make the beep-boops have very little chance of changing Trump’s mind — especially so long as there’s a political contingent on the right egging him on — and even if Sacks believed he was talking to a friendly audience in an online safe space, there’s no guarantee that Trump will be happy that he voiced dissent at all.
Oh, right, crypto is still happening, too.
Unfortunately, I couldn’t catch a lot of the Blockchain Conference this year (see: Iran) but it seems like some major developments came out of it, including the CFTC and the SEC dropping a major guidance that most digital assets are not securities, clarifying the way that certain cryptocurrency is regulated and whose rules apply. But though it’s the most comprehensive document released around this crucial issue, they also warned that it still needs Congress to pass laws that would make those changes permanent, and the CFTC is pretty busy as is. In other words: The Clarity Act still needs to be passed, guys. And that seems to be going great. Right?
.. another blockchain-based bar! This time, Polymarket announced the surprise opening of The Situation Room, “the world’s first bar dedicated to monitoring the situation.” According to renderings posted on X, the bar, described as a “sports bar just for situation monitoring,” will have everything one needs to monitor the situation: live feeds on X, sports games, and Bloomberg terminals. (Polymarket did not immediately comment on where said bar would be located.)
screenshot via @polymarket/X.
I’ve been doing some spring cleaning at home and recently found a quart-sized Ziploc bag that’s got a handful of spare change that I’ve been meaning to drop off at a Coinstar for over a year. But I’m lazy, and if there’s anything I’ve learned from TMZ, it’s that paying money for stories works (sometimes). So I will give this bag of loose change to anyone who can send authentic, verified, non-AI generated footage of this reported fight between Sam Altman and playwright Jeremy O. Harris at the exclusive, off-the-record Vanity Fair Oscar Party, allegedly over OpenAI’s contract with the Pentagon. (I presume the audience of Regulator is composed of Hollywood A-listers.)
And, no, I’m not going to send you the cash equivalent of the bag’s value. The condition for the payout is that you have to take this bag off of my hands, including all of the Costa Rican currency. AND I’m keeping all the quarters. And in the extraordinarily unlikely event that someone follows through on this offer, I have to get permission from Nilay Patel to break the ethics policy this one time, because this is technically a quid pro quo, albeit an extremely awful quid pro quo for whomever sends it.
Follow topics and authors from this story to see more like this in your personalized homepage feed and to receive email updates.
For more than a decade, one question has loomed over the race to build autonomous vehicles: Are cameras alone enough to safely replace human drivers, or do truly driverless cars need additional, overlapping sensors like lidar and radar to navigate the world reliably? Tesla has bet billions of dollars that artificial intelligence and cameras are sufficient. Nearly every other major autonomous vehicle developer has gone the opposite direction.
Until now, that argument has largely been left to executives and engineers. New Jersey lawmakers are trying to settle it in state law.
A bill expected to come up for a vote later this year would require companies seeking to operate fully autonomous vehicles in New Jersey to use cameras plus two other sensing technologies, most commonly lidar and radar. If enacted, New Jersey would be the first state to codify such a hardware mandate into law, moving ahead of a nearly identical proposal currently pending action in neighboring New York. The measure would also effectively prevent Tesla’s camera-only Robotaxi system from operating in New Jersey unless the company changed its hardware.
”This is not anti-Tesla,” Democratic state Sen. Andrew Zwicker, the bill’s primary sponsor, told The Verge. “I’m pro-New Jersey safety.”
Zwicker, a physicist who works at the Princeton Plasma Physics Laboratory (New Jersey doesn’t restrict legislators from outside jobs), said after riding in a Waymo robotaxi in Phoenix he became convinced autonomous vehicles could transform transportation.
”I was amazed how quickly you get used to it,” he said.
The technology, he argues, could dramatically expand mobility, reduce traffic deaths, and make transportation more accessible. But he believes the technology should roll out cautiously in the nation’s most densely populated state.
”At this point, I don’t think the evidence is sufficient that a single sensor with software can handle situations that humans can,” Zwicker said. “Can we get there? Maybe. But we’re not there yet.”
The proposal would establish a three-year pilot program governing the testing and deployment of fully autonomous vehicles in New Jersey. Companies would have to use multiple sensing technologies, report certain crashes, and receive state authorization before operating fully driverless commercial services. They would also have to complete at least 50,000 miles of supervised testing in New Jersey without a major incident before removing the human safety driver.
While state battles over autonomous vehicles have largely centered on safety performance, oversight, and potential job losses, New Jersey is attempting something different: legislating how the vehicles themselves should be built.
“At this point, I don’t think the evidence is sufficient that a single sensor with software can handle situations that humans can.”
— New Jersey state Sen. Andrew Zwicker
The sensor requirement is by far the bill’s most consequential provision and it would have repercussions beyond Tesla. Elon Musk has long argued that cameras paired with increasingly capable artificial intelligence are the best and most cost effective way to operate autonomous vehicles. Humans navigate the world using vision alone, Musk has said, so sufficiently advanced AI should eventually be able to do the same. Eliminating lidar and radar also dramatically lowers hardware costs, making it easier to build robotaxis cheaply enough to deploy at massive scale.
Musk has even argued that adding more sensors can reduce safety by forcing software to reconcile conflicting information.
”Lidar and radar reduce safety due to sensor contention. If lidars/radars disagree with cameras, which one wins?” he wrote on X last year. “We turned off the radars in Teslas to increase safety. Cameras ftw.”
Most of the rest of the autonomous vehicle industry disagrees. Companies including Waymo and Zoox combine cameras with lidar and radar, arguing that each sensing technology has different strengths and weaknesses. Cameras capture rich visual detail, allowing vehicles to recognize colors, traffic signs, lane markings, and pedestrians, but they can struggle in poor weather, darkness, or glare. Radar performs better in rain and fog and excels at measuring the distance and relative speed of nearby objects. Lidar uses lasers to create detailed three-dimensional maps of a vehicle’s surroundings, making it particularly effective at determining the shape and distance of nearby objects.
Rather than relying on a single sensor, those companies combine the strengths of all three, arguing that redundancy makes autonomous driving safer. Philip Koopman, a Carnegie Mellon electrical and computer engineering professor and autonomous vehicle safety expert, said camera-only systems may eventually become capable enough for fully autonomous driving. But he doesn’t believe they are today.
As Koopman put it, “eyeballs are better than cameras for many reasons” and “human brains are fundamentally more powerful than AI because we understand.” While there are situations where Koopman said camera-only works just fine — clear weather, favorable lighting, and less complex roads — he believes it’s not ready for broad consumer use.
“To run 24/7 across the majority of public roads in New Jersey today, it needs lidar,” he said. “It’s pretty clear that today camera-only technology is not up to the challenge.”
Koopman supports the New Jersey proposal but said he would prefer even stronger safeguards, such as requiring conventional driving controls like steering wheels and pedals so first responders could move disabled vehicles (so no Cybercabs, which don’t have either), and limits on how many AVs can be on the road during the pilot (a potential provision Zwicker said he’s considering).
“It’s pretty clear that today camera-only technology is not up to the challenge.”
— AV expert Philip Koopman
“The difference between 100 cars and 10,000 cars is night and day,” Koopman said. When the scale is small, “There’s just not enough cars for that much weird stuff to happen to them.” He pointed to Waymo, which now operates more than 3,500 commercial robotaxis across 11 US metro areas.
”They never used to have problems with floodwaters and school buses — not because they could do floodwaters and school buses,” Koopman said. “But with 100 cars it just doesn’t happen that often.”
Despite a lot of fanfare, Tesla currently only has a handful of unsupervised Robotaxis on the road, mostly in Texas, according to data from Robotaxi Tracker, suggesting it hasn’t been as easy to scale the camera-only approach as Musk had previously promised. Last year he predicted that Tesla would have hundreds of thousands of fully self-driving Teslas operating by the end of 2026. (Tesla did not respond to requests for comment for this article.)
Many of the bill’s provisions mirror recommendations from SAVE-US, a nonprofit that advocates for stricter autonomous vehicle regulation. Physicist and SAVE-US national campaign director Shua Sanchez said the group formed because Congress has failed to establish national rules while autonomous vehicle companies have expanded into states with dramatically different levels of oversight.
“California has the best safety regulations in the country,” he said. “Texas, Arizona, and Georgia have almost no state oversight.”
Among the organization’s priorities is requiring redundant sensing systems.
“We don’t have a problem with Tesla as a company,” Sanchez said. “We have a problem with camera-only autonomous vehicles.”
Nearly every major stakeholder has sought changes to the bill. Waymo successfully pushed to remove a requirement that safety drivers remain in vehicles throughout the pilot, and Uber argued the state should continue requiring human drivers for most rides, according to Zwicker.
Tesla has been lobbying against the legislation in New Jersey, according to Zwicker, who said company representatives met with lawmakers to argue that advances in artificial intelligence make additional sensor types unnecessary. Zwicker said that while the tech has gotten better, “I’m not convinced yet that they’re ready to go.”
The debate has spilled beyond the state House.
“As written, the legislation imposes restrictions so severely that Tesla’s autonomous vehicle technology couldn’t legally operate in New Jersey,” read a Tesla missive to New Jersey Tesla owners encouraging them to contact lawmakers. “Rather than prioritizing real safety outcomes and performance, the bill specifically bans Tesla from the New Jersey market.”
Zwicker said his office received roughly 4,000 emails within a day. “The messaging wasn’t about the details of the bill,” he said. “It was that Zwicker is trying to take away your Autopilot.”
“Rather than prioritizing real safety outcomes and performance, the bill specifically bans Tesla from the New Jersey market.”
— A Tesla message to NJ owners
Zwicker rejects that characterization. The legislation applies only to fully autonomous vehicles operating under the proposed state pilot program — not driver-assistance systems that require a licensed human driver to remain behind the wheel.
The fight in New Jersey reflects a broader vacuum in autonomous vehicle regulation. Congress has debated national autonomous vehicle legislation for years without passing a comprehensive framework, leaving states to develop their own rules as commercial robotaxi services expand. Robotaxi services already operate in states including California, Texas, Arizona, and Georgia under dramatically different regulatory systems. While California requires extensive testing permits and public reporting, it doesn’t specify which tech the AVs need to get there. Texas has adopted a far lighter-touch approach, which lets automakers self-certify that their autonomous vehicles are ready for the road.
New Jersey’s bill raises the possibility that AV tech there could differ from that of other states. Zwicker says that isn’t his concern.
“The technology doesn’t exist in the Northeast at all,” he said. “The goal is to start now, do it safely, and build public trust.”
Sanchez sees the sensor requirement as a common-sense safeguard rather than a restriction on innovation.
“There are absolutely brilliant people working at Tesla trying to make camera-only autonomy work,” he said. “But they’re trying to do it with one arm tied behind their back.”
Follow topics and authors from this story to see more like this in your personalized homepage feed and to receive email updates.
How to use airline miles and points
The Miles Guy explains how to stop wasting points, spot bad redemptions and get more value from travel rewards, in an interview with Kurt “CyberGuy” Knutsson.
NEWYou can now listen to Fox News articles!
Airline miles used to feel like a secret travel weapon. You saved them, watched the award chart and then pounced when the right seat opened up.
Now? You may search for a flight and see a price so ridiculous that it makes you want to close the laptop.
That is exactly why I sat down with David Fleming, a travel rewards consultant known online as The Miles Guy. His job is helping travelers squeeze more value out of airline miles, hotel points and credit card rewards without getting fooled into bad redemptions.
FAKE BOOKING.COM TRAVEL CREDIT SCAM TARGETS TRAVELERS
Dynamic pricing can make the same airline seat cost a reasonable number of miles one day and a shocking amount the next. (Al Drago/Bloomberg via Getty Images)
And here is the big takeaway: airline miles can still be valuable, but the old tricks no longer work the same way.
Sign up for my FREE CyberGuy Report
- Get my best tech tips, urgent security alerts and exclusive deals delivered straight to your inbox.
- For simple, real-world ways to spot scams early and stay protected, visit CyberGuy.com – trusted by millions who watch CyberGuy on TV daily.
- Plus, you’ll get instant access to my Ultimate Scam Survival Guide free when you join.
Why airline miles feel harder to use now
Years ago, many airlines used fixed award charts. That made it easier to know what a flight should cost in points. Now, that predictability is mostly gone. “The airlines and their frequent flier programs went to something called dynamic pricing, which basically ties the cost of the ticket to the number of points you use,” Fleming told me during our conversation on the CyberGuy Report podcast.
He gave one eye-popping example. Air France Flying Blue business class from Los Angeles to Paris used to show up for around 67,500 points one way. Now, on some days, that same type of redemption can balloon to an outrageous level. “Some days you’re now seeing them for 700,000 points one way,” Fleming said. “Which is bananas.”
That is the kind of number that should make you pause before clicking “book.” If you want a broader refresher on how travel rewards work, CyberGuy’s guide on how to rack up points and miles for travel is a helpful read at CyberGuy.com.
Flexibility is still your best travel hack
If you have any wiggle room in your schedule, use it before you spend your miles. “The key really is to book your trip around your flights,” Fleming said. “Find the dates that have the best mileage redemptions available, and book those and let that be your guide.”
That may sound annoying if you already picked your vacation dates. However, shifting by a day or two, or flying from a different airport, can save you a huge number of points.
This approach works best when you are traveling alone or with one other person. It gets harder with kids, school schedules, work calendars and family obligations. Still, even a little flexibility can help. The goal is to stop treating every mileage price as a good deal just because it uses points instead of cash.
Book a refundable ticket as a backup
One of my best strategies is to book a refundable cash ticket as insurance while watching for mileage seats. Here is how it works. You book a refundable fare, so you know you can get where you need to go. Then you keep checking for award seats. If a better mileage redemption becomes available, you can cancel the refundable ticket and book with points.
Fleming said that strategy still has value, even though it worked better before dynamic pricing became so common. “If you book a refundable ticket, you know if something does open up, you always can cancel that refundable ticket, get your money back, and book the mileage ticket,” Fleming said.
There is another version of the same idea. If a good mileage ticket doesn’t appear, you can look for a cheaper, nonrefundable cash fare closer to the trip. Then you cancel the refundable ticket and buy the cheaper fare instead. It takes effort, but it gives you options.
Ask about paid upgrades before you board
Paid upgrades can be hit-or-miss. Still, Fleming says asking at the counter or gate can sometimes pay off. “You might have to be a little proactive and ask the gate agent or the person at the ticket counter, ‘Hey, do you have any upgrades available? And if yes, how much are they?’” Fleming said.
He shared the story of a friend who was flying economy on a transatlantic flight. At the counter, the airline offered him a business class upgrade for $140. If he had bought that upgrade online earlier, it would have cost more than $1,200. That will not happen every time. Airlines may have no seats, no deal or no interest in discounting the upgrade. Even so, the question costs nothing. Ask politely at check-in, at the ticket counter or at the gate: “Are there any paid upgrades available, and what would the cost be?” You can always say no.
Know when points are a bad deal
This may be the hardest part for many travelers. Sometimes the smartest move is to keep your miles. Fleming uses a rough benchmark of about 2 cents per point. So, if 100,000 points would cover a ticket that costs about $2,000, that can be a fair deal.
“On average, you might say that a point is worth $0.02,” Fleming said. “I just kind of set the goal at $0.02 a point.” However, if an airline wants 100,000 points for a $500 ticket, you may want to pay cash and keep the points for something better. That is where people get burned. They see “free flight” and forget that points have value. Those points took spending, flying or credit card bonuses to earn. Burning them on a weak redemption can cost you later.
Tracking your loyalty accounts, point balances and expiration dates can help you stop rewards from slipping through the cracks. (iStock)
Compare points before you book
Airline miles and hotel points can both be easy to waste. Before you redeem either one, compare the points or miles price with the cash rate. That helps you see whether you are getting strong value.
One tool CyberGuy has covered before is Awayz. It can help you compare cash prices with award pricing so you can decide when to use points, miles or cash. Its hotel search can be especially helpful if you have rewards spread across programs like Hilton, Hyatt, Marriott, IHG, Accor, Choice or Wyndham. Awayz can also help you look for award availability and spot better dates. That can save time when you are planning a trip with flexible travel dates.
Still, treat any travel search tool as a starting point. Prices and award availability can change fast. Before you transfer points or book, confirm the final price, taxes, fees, cancellation rules and availability directly with the airline, hotel or loyalty program.
BOOKING A SUMMER TRIP? HERE’S WHAT YOU’RE GIVING SCAMMERS
Track every loyalty account in one place
You cannot use your rewards well if you do not know what you have. Fleming says that starts with keeping your travel accounts organized.
“I created a spreadsheet which basically lists my program, American Airlines, my account number, my password, when the points expire and how many points I have,” Fleming said. “Then you know what you have to work with.”
I use a phone contact called “Travel Profile.” In that contact card, I store airline, hotel and rental car loyalty numbers in alphabetical order. So, when I am checking into a hotel or renting a car, I can quickly find the right number.
Here is how to set one up:
- iPhone: Open the Contacts app > tap the + button > enter Travel Profile as the name > scroll to Notes > type your airline, hotel and rental car loyalty numbers in alphabetical order > tap Done.
- Samsung Galaxy : Open the Contacts app > tap the + button > choose where to save the contact, such as Phone or Google > enter Travel Profile as the name > tap View more if needed > add your loyalty numbers in Notes > tap Save.
One important warning: do not store passwords in this contact card. Use it for loyalty numbers only. Keep account passwords in a secure password manager instead.
The trade-off is that a phone contact will not show your current point balances or expiration dates. That is where a spreadsheet or password manager can help, especially if you have dozens of travel accounts.
Watch expiration dates before points disappear
Some airline miles no longer expire. Fleming noted that United MileagePlus miles and Delta SkyMiles do not expire. However, other programs still have expiration rules. Flying Blue, the loyalty program for Air France and KLM, now uses a single 24-month validity period for miles, with qualifying activity able to extend that date. That means you should check each program before assuming your miles are safe forever.
Also, do not ignore small balances. A few thousand points may not buy a long-haul ticket, but they may help with a hotel night, upgrade or short flight later.
Airline status may not go as far as it used to
I asked Fleming whether airline status still means anything. His answer was blunt. “Unless you have the top tier status, I don’t think so,” Fleming said.
I get it. There was a time when top-level status could feel special, especially when flights were delayed or canceled. You could call a dedicated number, find the right person at the airport and sometimes get real help getting where you needed to go.
That still happens, but it feels less dependable than it used to. Planes are packed, upgrades are harder to clear and airlines often sell premium seats instead of handing them to loyal flyers.
Status can still help with free bags, preferred seats and priority support. However, I would not chase it blindly unless the perks still match how often you fly and what you are spending to get them.
Use travel tech to get ahead of delays
One of my favorite travel apps right now is Flighty. It tracks your aircraft before it becomes your flight, which can give you an early warning when trouble is starting to build.
For example, your plane may still be in another city with several flights to complete before it ever gets to you. If one of those earlier flights gets delayed, Flighty can often show the ripple effect before the airline sends an official alert. Flighty can send real-time alerts for delays, gate changes and cancellations.
You can also track a flight right inside the Messages app on your iPhone. Send yourself, or someone else, the airline name and flight number , such as Delta 1234 or American 456. You can also try the airline code and number, such as DL1234 or AA456. Once the flight number appears underlined, tap it and select Preview Flight. You should see details such as flight status, departure time, arrival time, terminal, gate and baggage claim when available.
One low-tech trick I still swear by is carrying a UK plug adapter. Some airplane outlets get loose from heavy use, especially with standard U.S. plugs. A UK adapter may fit more securely in certain universal airplane outlets, but it will not work on every aircraft or every seat. Also, treat it as an adapter, not a voltage converter, and use it only with chargers that support the power range printed on the charger.
Protect your miles like money
Airline miles and hotel points have real value. That makes them attractive to hackers. A thief who breaks into a loyalty account can drain your miles, book travel or sell access before you notice. Since many people rarely check old airline and hotel accounts, fraud can sit there longer than it should.
CyberGuy has covered how hackers can hijack travel rewards programs and drain miles. To protect yourself, use strong, unique passwords for every travel account and store them in a secure password manager. Turn on two-factor authentication (2FA) when available and review your balances often.
You should also keep strong antivirus software on your devices to help block malicious links, phishing pages and other threats that can lead to account theft. Get my picks for the best 2026 antivirus protection winners for your Windows, Mac, Android and iOS devices at CyberGuy.com.
Also, consider using a data removal service to reduce how much personal information is floating around online, since scammers can use exposed details to make travel-related phishing messages look more believable. Check out my top picks for data removal services and get a free scan to find out if your personal information is already out on the web by visiting CyberGuy.com.
Finally, be careful with any email claiming your miles are expiring or offering a too-good-to-be-true travel deal. Go directly to the airline or hotel site instead of clicking links in surprise messages.
Asking about paid upgrades at the airport may not always work, but sometimes one polite question can unlock a much better seat for less. (iStock)
Pick travel credit cards carefully
Travel credit cards can still unlock value, but only if the perks match how you actually travel. If you fly one airline often, a co-branded card may help with bags, boarding or award discounts. If you want flexibility, a transferable points card may give you more options across different airlines and hotel partners.
Before you chase a welcome bonus, read the annual fee, spending requirement and redemption rules. A giant bonus can lose its appeal if you have to overspend to earn it. CyberGuy’s best airline credit cards guide at cyberguy.com/ can help you compare travel cards, perks and earning structures before you apply.
Watch the CyberGuy Live replay: Lock Down Your Phone in 30 Minutes
Your phone holds your email, passwords, photos, banking apps and personal data. In this free CyberGuy Live replay, Kurt the CyberGuy walks you step by step through simple phone security fixes you can do at your own pace. You’ll learn how to improve your privacy settings, spot the latest phone scams, use trusted security tools and walk away with a simple checklist to stay protected. Watch the replay and get our checklist here: CyberGuyLive.com
Kurt’s key takeaways
Airline miles are still worth collecting, but you have to be more careful than ever about how you spend them. Dynamic pricing means the same seat can cost a reasonable number of points one day and an outrageous number another day. That is why flexibility, research and patience can make such a big difference. Before you redeem, compare the cash price against the point price. If the value looks weak, save your miles and buy the ticket instead. Also, organize your loyalty accounts now, not when you are standing at a rental car counter or rushing through an airport. A spreadsheet, secure password manager or travel profile in your phone can keep your rewards from becoming a pile of forgotten numbers. And next time you fly, ask about paid upgrades. You may get nothing. Or you may hear a price that makes the whole trip feel like you beat the system. For more of my conversation with David “The Miles Guy” Fleming, you can watch the full podcast episode at CyberGuy.com.
Do you still think airline miles are worth chasing, or have airlines made the rewards game too confusing to trust? Let us know by writing to us at CyberGuy.com.
CLICK HERE TO DOWNLOAD THE FOX NEWS APP
Sign up for my FREE CyberGuy Report
- Get my best tech tips, urgent security alerts and exclusive deals delivered straight to your inbox.
- For simple, real-world ways to spot scams early and stay protected, visit CyberGuy.com – trusted by millions who watch CyberGuy on TV daily.
- Plus, you’ll get instant access to my Ultimate Scam Survival Guide free when you join.
Copyright 2026 CyberGuy.com. All rights reserved.
Amid public backlash over its smart glasses, Meta announced that it will be updating its glasses with a new feature that will disable the camera when it detects that someone has tampered with or destroyed the glasses’ privacy LED light. The update is meant to address modders who have taken actions such as physically drilling into the LED light.
Meta has previously tried to discourage tampering with the LED light. For example, starting with its second generation glasses, blocking the light with tape or other objects will trigger a prompt asking users to uncover the recording light. However, many modders have found various workarounds for that particular measure.
Meta’s VP of wearables Alex Himel told The Verge that the privacy-focused update was on the way a few weeks ago after launching cheaper Meta Glasses without Ray-Ban branding. At the time, Himel acknowledged that the company was aware of increasing misuse alongside wider adoption of the devices.
-
Lifestyle10 minutes agoCan you say no to a friend’s wedding? : It’s Been a Minute
-
Technology18 minutes agoThe robotaxi law that could ban Tesla
-
World25 minutes agoUS urges donors to abandon UNRWA funding as UN defends agency’s mission
-
Politics28 minutes agoEXCLUSIVE: FBI adds alleged COVID fraudster accused of taking $5M from kids’ meal program to Most Wanted list
-
Health33 minutes agoOne walking habit could signal a healthier brain after 80, scientists say
-
Sports40 minutes agoNew Jersey pro wrestling promotion bringing the fight to the beach
-
Technology43 minutes agoAre airline miles still worth it?
-
Business48 minutes agoWalmart’s EV chargers are coming to California with discounts for members
