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A new hybrid-electric heavy-lift cargo drone has been unveiled by the defense arm of U.S. company BETA Technologies. The MV250 debuted in the static display at the Farnborough International Airshow 2026, taking place in England this week. The vehicle shown at the airshow hasn’t flown, BETA Technologies confirmed, although it is described as being built using “all-flyable components.”

The new drone is a military adaptation of BETA Technologies’ Alia 250 electric vertical takeoff and landing (eVTOL) aircraft, which can carry five passengers or an equivalent load of cargo, plus the pilot. TWZ and other journalists today spoke to officials from BETA Technologies at Farnborough.

Introducing MV250: a hybrid-electric VTOL aircraft designed to move critical cargo farther, faster, and at a lower cost.

MV250 builds on BETA's ALIA platform, integrating autonomy in an open architecture.

Read more here: https://t.co/wc7vIIOfsf pic.twitter.com/CEwURplqPl

— BETA Technologies (@BETA_aircraft) July 21, 2026

“The basic physics of the MV250 enable significantly longer range, higher speed, and a lower cost of operations when compared to tiltrotor and legacy platforms,” said Kyle Clark, founder and CEO of BETA Technologies. However, the claim that the MV250 exceeds the performance of a tiltrotor doesn’t stack up, based on published figures. “I believe we should be offering our military the most robust and best equipment in the world to maintain superiority and thus deterrence,” Clark added.

The uncrewed MV250 is primarily intended for cargo transport, with freight loaded and unloaded through an upward-opening nose visor. It can also deploy air-launched effects (ALEs) from a set of side-mounted launch tubes. A similar concept is currently being pitched by Sikorsky, with its uncrewed version of the Black Hawk helicopter , dubbed the U-Hawk, which is also intended to be able to fire dozens of ALEs, such as surveillance and reconnaissance drones and loitering munitions.

A pack of ALEs about to be loaded into the MV20. BETA Technologies

Other roles include casualty and medical evacuation, and intelligence, surveillance, and reconnaissance (ISR).

BETA Technologies has also proposed that the drone can be used as a forward-located tactical power source, providing up to 500 kilowatts to troops on the ground for command and control, counter-drone, electronic warfare, or directed energy weapon applications.

In terms of cargo capacity, the MV250 has a cabin volume of 250 cubic feet for a payload of 2,000 pounds.

The MV250 with its upward-opening nose visor raised to reveal the cargo area. BETA Technologies

Published performance specifications include an operational radius of more than 250 nautical miles, a cruising speed in excess of 170 knots, and a ferry endurance of 12 hours at 20,000 feet.

The propulsion system involves four fixed-pitch propellers which provide for the VTOL capability. These are mounted on long booms that connect the 50-foot-span wings with the V-shaped tail.

Meanwhile, forward propulsion is provided by a single variable-pitch pusher propeller mounted in the rear of the fuselage.

Since it has a hybrid-electric drive, the turbine engine — mounted above the rear fuselage — doesn’t directly power the various propellers. Instead, it directly feeds a high-voltage bus, recharging the batteries, and powering the electric motors that spin the propellers. The engine can also be stopped, and the battery can provide power, which is highly reliable.

A demonstration of the MV250 used as a forward-located tactical power source, here charging an electric motorbike. Jamie Hunter

The MV250’s turbogenerator has been developed with GE Aerospace and is compatible with a range of NATO-compatible fuels.

Proving hybrid-electric concepts in military aviation has long been a goal , as operators seek to harness the benefits promised by the combination of fuel efficiency, reduced emissions, and enhanced operational flexibility. The last of these points is reinforced by the reduction in the number of moving parts compared to more conventional configuration, including losing the traditional drive train, reducing the risk of component failure and easing the burden on spare parts and maintenance man-hours.

Hybrid-electric propulsion offers inherent advantages when it comes to reducing infrared and acoustic signatures.

The drone relies on Sikorsky’s MATRIX system to provide full autonomy. At a minimum, the MV250 should be capable of autonomously navigating along predetermined routes using programmed waypoints, establishing a practical baseline for uncrewed logistics operations. Beyond this, more advanced autonomous capabilities — such as dynamically replanning flight paths and responding in real time to emerging threats, obstacles, or changing mission conditions — would significantly enhance operational effectiveness, particularly during resupply missions in contested or high-risk environments.

Like other disruptors in the defense sector, BETA Technologies is looking to leverage its experience in the commercial realm to shake up the development cycles that the U.S. Army, Marines, and Air Force have previously relied on.

“Those organizations would wait years for external defense government funding to then build a very complicated and expensive, bespoke defense-only project,” Larry Smith of BETA Technologies said. “That typically will result in it being over schedule and over budget. Well, alternatively, what BETA is doing is using internal funding to rapidly create viable prototypes, not mockups, based on our commercial core technologies.”

Rear three-quarter view of the MV250 during its debut at Farnborough. Jamie Hunter

Also speaking today, Kyle Clark emphasized how BETA Technologies can use advanced design and manufacturing techniques to influence the speed and scalability of production. He described “a really thoughtful composites integration,” in which all the components are bonded using something much like “a big panini press.” Clark continued: “There are no fasteners in that fuselage, so we can make it inexpensively and meet the demands of the military. When the call comes and says, ‘Can you give us 600 of these aircraft?’ The answer is yes, and the cycle time is graduated in hours and not months.”

As an example of how the design and manufacturing process has been refined, Clark noted how the company went from 14,000 fasteners and 580 parts in the wing, to fewer than 300 parts and zero fasteners. Consequently, the manufacturing time was cut from six weeks to a matter of hours.

Although distinguished by its hybrid-electric propulsion system, the MV250 enters an increasingly crowded market for VTOL-capable cargo drones.

Established helicopter manufacturers also have a stake here, with conversions of existing crewed rotorcraft.

These include the MQ-72C Lakota Connector , which is stated to carry a maximum payload of around 4,000 pounds, including slung loads, and the Airbus U145 , adapted from the H145 light helicopter, with a payload of up to 2,600 pounds. You can read more about the MQ-72C in our previous coverage of that aircraft, here and here .

At @ILA_Berlin , we introduce the Airbus U145: an uncrewed, fully autonomous variant of the H145. Optimised for cargo with no cockpit, an integrated nose door, and full autonomy, its first flight is set for late 2026. https://t.co/MbodUxYxyI pic.twitter.com/2EnMXzog6c

— Airbus Helicopters (@AirbusHeli) June 8, 2026

At the smaller end of the scale is the R66 Turbinetruck , based on the proven Robinson R66 airframe, which can carry a load of 1,300 pounds internally, or external loads supported via a cargo hook. The Turbinetruck uses the same MATRIX autonomy system as used in the MV250 and others. In a similar category to the Turbinetruck is the Uncrewed 505, a development of the Bell 505 . Both those aircraft are set to be tested by the U.S. Marine Corps as that service seeks to field platforms that can rapidly resupply Marines in contested environments.

Based on published figures, the MV250 would seem to fall between the Lakota Connector and the U145 at one end of the scale, and the Turbinetruck and Uncrewed 505 at the other.

As for the Marines, they have been very much at the forefront of exploring the potential of uncrewed rotary-wing aircraft for use in future fleets of autonomous cargo drones. The Marine Corps considers uncrewed aerial and seagoing logistics “connectors” to be critical enablers of future expeditionary and distributed operations , particularly in a potential high-end conflict with China in the Indo-Pacific .

The U.S. Army is also looking at similar concepts, albeit currently at the larger end of the scale. Work includes optionally crewed and uncrewed versions of the H-60 Black Hawk series. The U-Hawk demonstrator, a fully uncrewed version of the Black Hawk helicopter , is intended to carry cargo and deliver launched effects and features clamshell doors in the nose . At the heavier end of the scale, Boeing has said its future plans for the H-47 Chinook include creating a path toward an uncrewed version of the aircraft .

However, these capabilities are also attracting growing interest from military services around the world.

Based on a commercial design, the MV250 — or a version of it — also has significant potential in the civilian space. Missions here could include disaster response and firefighting, but it would be equally well suited to cargo transport, particularly for remote resupply operations and logistics support to offshore platforms and isolated inland locations.

Overall, this is another example of emerging eVTOL capabilities bleeding into traditional rotary-wing defense segments, and we are likely to see much more of it in the future.

While the MV250 remains in the prototype stage, it reflects a broader shift in military aviation toward autonomous logistics platforms derived from commercial technology. As armed forces seek faster, more flexible ways to sustain distributed operations, aircraft like the MV250 could help redefine how cargo, supplies, and even combat capabilities are delivered on future battlefields, but it will also be entering an increasingly competitive marketplace.

Contact the author: thomas@thewarzone.com

The post MV250 Hybrid-Electric VTOL Combat Cargo Drone Unveiled appeared first on TWZ .

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Bitcoin Magazine

Coinbase Wants To Be Canada’s ‘Everything Exchange’ — With Crypto, Stocks, and Prediction Markets

Crypto giant Coinbase is making its “everything exchange” push in Canada.

Eric Richmond, country director and CEO of Coinbase Canada, told BNN Bloomberg in a Tuesday interview that the move would allow Canadians to not only buy crypto but also trade tokenized stocks and put money on prediction markets.

“Coinbase believes we have a new technology here that can really help with that, and that’s blockchain and the technology that underpins crypto today,” Richmond said in the interview. “How do we create that one place for Canadians to have their entire financial experience in one app that’s underpinned by this technology that makes things frictionless, seamless, and 24/7?”

He added: “I think people are starting to realize the fact that banks close at 4 p.m., or the markets close at 4 p.m., or that wires can take days to settle, or that access for high-net-worth individuals to certain products are gated for just those high-net-worth individuals.”

Coinbase in the U.S. allows Americans to place bets and trade stocks . The company started as a place allowing people to buy and sell Bitcoin but has since offered hundreds of digital coins.

Richmond added that the company was working with Canadian regulators to make the launch.

Tokenized stocks are versions of equities that trade on the technology underpinning Bitcoin: the blockchain. Proponents like Coinbase argue that by tokenizing everything, traders will be able to make transactions around the clock, 24-7.

A number of crypto exchanges are also making the push to branch out from crypto: Kraken, for example, has also started allowing users to trade stocks and has announced plans for a prediction market platform.

Coinbase’s big moves

Coinbase has made some bigger moves in recent years, other than just working as a crypto exchange.

America’s biggest bank, JPMorgan Chase, last year signed a deal with the company to allow customers to directly link their bank accounts to the platform.

Coinbase also provides custody services — including to Wall Street giants like BlackRock — and has a contract with the US government to hold onto seized crypto.

The company also in April received conditional approval from the Office of the Comptroller of the Currency in the U.S. for a national trust banking charter, essentially paving the way for it to serve as a crypto custodian on a federal basis, managing assets for larger entities.

The company has clashed with banking executives recently over stablecoin rewards: the exchange wants its yield-bearing stablecoin products to continue, which in turn could prove to be a bigger boon in the long-run for the business.

This post Coinbase Wants To Be Canada’s ‘Everything Exchange’ — With Crypto, Stocks, and Prediction Markets first appeared on Bitcoin Magazine and is written by Mathew Di Salvo .

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After fracturing my humerus in an arm-wrestling match, something happened that I wasn’t prepared for. For the first time in my life, I lost the ability to exercise; the one thing that had always anchored my mental health. My mood began to unravel. The only solutions I knew were the ones I’d been taught in medical school: therapy or medication.

My experience isn’t unique; it reflects a much larger problem in how we currently treat depression. An estimated 1.17 billion people live with a mental disorder globally , and depression remains one of the most common. People with depression also face higher risks of other medical problems like obesity, diabetes, and heart disease. Yet our standard approach — medication, therapy, or both — leaves up to 30 to 50% of people without meaningful improvement and does little to address these physical comorbidities. This is why more holistic options, particularly exercise, deserve serious consideration.

What the evidence actually shows

Hundreds of clinical trials now show that exercise can significantly reduce symptoms of depression. For mild to moderate cases, its effects are generally comparable to medication or therapy. When exercise is combined with medications or therapy, the effects may even be additive . On a population level, even achieving just half the recommended amount of physical activity is linked to an 18% lower risk of developing depression .

Exercise treats depression through several mechanisms at once . It boosts brain neuroplasticity by raising brain-derived neurotrophic factor (BDNF) levels, which supports new neuron growth in the hippocampus, while also reducing chronic inflammation that can harm neurons. At the same time, it helps to regulate the body’s stress-response system and strengthen psychological resilience by boosting self-esteem, self-efficacy, and social connection. Together, these biological, mental, and social changes create a more resilient brain environment that makes depression less likely to take hold or persist.

However, we must be careful not to overstate the benefits. Headlines claiming that “exercise is 1.5 times more effective than medication or therapy” have spread widely, but they misrepresent the research . Those claims came from comparing effect sizes across studies of very different quality. When we look at higher-quality evidence and direct comparisons , exercise performs similarly to, but not dramatically better than, established treatments. Overhyping it risks damaging credibility in this important area of mental health.

Why exercise remains rarely used

If exercise is genuinely helpful, why isn’t it recommended more often? Exercise is already recommended as a first-line treatment for mild depression in major treatment guidelines . Yet a recent survey found that 92% of mental health professionals received no training in how to recommend exercise, and 41% said they never recommend it to patients.

There’s a clear disconnect between the evidence, the guidelines, and clinical practice. Imagine sitting across from your psychiatrist after being diagnosed with depression. If they simply said, “Just take this antidepressant,” you’d probably expect much more, such as the specific drug, the dose, how long to take it, and what side effects to watch for. Yet when it comes to exercise, vague advice like “just go work out” is still surprisingly common. Exercise deserves the same level of thought and structure we give to medication.

One practical way to do this is to use the FITT framework: Frequency, Intensity, Type, and Time. Instead of generic advice, a clinician might recommend something specific, such as: “Start with brisk walking three times a week for 20-30 minutes at an intensity where you can still talk.” This can then be adjusted as the person’s energy and fitness improve.

However, even with clear recommendations, depression itself can create major barriers. Fatigue and low motivation are among the most common, often making the idea of exercise feel impossible. These challenges are real but can be overcome by starting very small, building in social support or supervision, and combining exercise with other effective treatments.

What needs to change?

Real change requires more than simply acknowledging that exercise works. Clinicians need better training, starting in medical school and continuing through residency and beyond. They also need practical, up-to-date guidance on how to recommend exercise effectively.

That’s why I’m currently leading the development of new recommendations from the Canadian Network for Mood and Anxiety Treatments (CANMAT) and the International Society for Bipolar Disorders (ISBD) on the use of exercise in depression and bipolar disorder.

Training alone isn’t enough. We also need systems that make structured exercise programs practical, including direct referral pathways to qualified exercise professionals and insurance coverage, so that supervised programs or gym access can be integrated into care as easily as medication.

The evidence that exercise helps treat depression is strong. We don’t need more studies to prove it works. What we need now is to start treating it like the legitimate medical intervention that it is.

This article Exercise works for depression. So why isn’t it treated like real medicine? is featured on Big Think .

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A rocky planet orbiting in the habitable zone of a sun-like star may look like a perfect place for life to thrive — but not if it's too small to hold onto its atmosphere.

So, we may wonder: How much smaller Earth could be and still have its delightfully breathable atmosphere ? How small could an exoplanet be to sustain life as we know it?

With these questions in mind, University of California Riverside planetary scientist Michelle Hill and her colleagues recently simulated what happens to the atmospheres of different sizes of rocky worlds. The worlds tested were similar to Earth and orbited in the habitable zones around sun-like stars . It turns out for a world to maintain an atmosphere long enough for life to gain a foothold (a few billion years at minimum), it needs to be at least as big as Mars .

Narrowing down the search for life

The habitable zone — the area around a star where temperatures are right for liquid water to exist on a planet's surface — is prime real estate in the hunt for alien life. It's also a tough neighborhood for exoplanet atmospheres, because the closer a planet is to a star, the more ways in which radiation and stellar wind will try to strip away an atmosphere.

This is why Hill and her colleagues recently simulated how long it would take rocky, Earth-like planets of various sizes, in the habitable zone of a star like our sun, to lose their atmospheres. In other words, how much smaller could Earth, or a similar planet, be and still keep an atmosphere?

The answer turns out to be that an atmosphere-sustaining planet needs to be about 80% as wide as Earth, but could technically be as small as 60%. This offers astrobiologists a clue about which planets to focus on in the search for habitable worlds and signs of alien life.

"The plethora of exoplanets creates an interesting challenge in the search for potentially habitable planets," wrote Hill and her colleagues. "Of the many targets in the habitable zones of their star, which are the best candidates for follow-up observations with the aim of detecting biosignatures ?" In other words, astrobiologists now have almost too many planets to choose from and not enough telescope time to search them all. So, it's time to narrow the search.

One way to do that is to figure out which planets are most likely to be habitable — and for life as we know it, that habitability means having an atmosphere.

New exoplanets, like those orbiting TRAPPIST-1, are being discovered with staggering frequency. (Image credit: NASA's Goddard Space Flight Center) Modeling atmospheres — and volcanoes

Hill and her colleagues' "Smaller Than Earth Habitability Model" simulates the fate of atmospheres around digital versions of Earth. Some of the simulated worlds are exactly like ours but smaller, with the same chemical makeup and the same proportions of core, mantle and crust. Others have slightly different amounts of carbon, larger or smaller cores, or different starting temperatures. The model traces what happens to these worlds over a few billion years, based on two things: how quickly stellar wind and radiation strip away gas from the planet's atmosphere and how quickly volcanoes pump out gas (mostly carbon dioxide) to replace it.

The model is how the team realized a scaled-down version of Earth needs to be at least 80% as wide as true Earth (0.8 Earth radii) to maintain an atmosphere in the long run. Smaller planets tend to lose gas faster than volcanic eruptions can replace it.

That's because smaller planets have less gravity and weaker magnetic fields with which to hold onto their thin envelopes of gas. They also don't usually release enough gas from within to make up for the loss. Their mantles — the churning layer of magma beneath the crust — tend to release less volcanic gas over time, and their upper layers cool and harden much faster. The latter process cuts off volcanic eruptions much earlier in a planet's lifespan.

Smaller planets clinging onto atmospheres

By changing some of Earth's parameters, the team managed to get planets as small as 0.6 Earth radii to maintain a stable atmosphere. Carbon was the key: planets with more carbon in their mantles tend to release more carbon dioxide gas in eruptions, and that turns out to be the biggest factor (other than size) in whether a planet keeps its atmosphere.

"Carbon dioxide is a heavy molecule," Hill and her colleagues wrote, "which can make it a difficult molecule to lose. We focus on a pure carbon dioxide atmosphere as a best-case scenario for atmospheric retention." Of course, that's only a best-case scenario for some relatively simple forms of life, so your astrobiological mileage may vary.

It took tons more carbon than Earth contains to make a significant difference to the fate of a planet's atmosphere — but because it's theoretically possible for a planet to form with that much carbon in its makeup, that's useful knowledge. Planets with relatively smaller cores, and therefore relatively thicker mantles, also had better luck on the atmospheric retention front. Starting with a larger supply of radioactive elements, which decay and release heat into the surrounding rock, helped keep the mantle molten and the volcanic gases churning skyward.

Space volcanoes are widespread. For instance, Jupiter's moon Io has a pizza-like surface covered in volcanoes. (Image credit: NASA) Starting with a cooler mantle also helps — which sounds surprising. You'd think a hotter mantle would be more likely to spew volcanic gases into the atmosphere. Yet, a cooler mantle takes longer to start erupting in earnest, which means the planet gets to hold onto its reservoir of gases until its star is older and more settled.

Newborn stars are prone to violent bursts of radiation and plasma, which would sweep away the volcanic gas as fast as it erupted. With a cooler mantle and later eruptions, the planet gets to keep more of the erupted gas.

A second chance for airless worlds

There's still hope of life for smaller worlds.

Even planets that lose their initial atmospheres entirely — instead of gradually replacing them with things like carbon dioxide and methane — might have a second chance to build a new atmosphere.

Hill and her colleagues suggest that one way for a planet to regain its lost atmosphere could be comet and asteroid impacts, which might deliver volatile elements like hydrogen, oxygen and carbon. These elements can combine to form all sorts of atmospheric gases.

Such impacts could be especially helpful if they happen later in the star system's life, like after the star is past its youthful phase of intense flares.

"While smaller planets face greater challenges in retaining atmospheres, our model suggests that they can develop atmospheres under the right conditions," wrote Hill and her colleagues, so, "even those that initially lose their atmospheres should not be immediately discounted as potentially habitable worlds."

What's next?

Future simulations using the Smaller Than Earth Habitability Model could study worlds around smaller, cooler stars called red dwarfs — stars like TRAPPIST-1, which is home to at least seven rocky planets, with three of them in the habitable zone. These stars make up about 75% of the stars in our galaxy, and their relatively dim light makes it easier for telescopes like the James Webb Space Telescope (JWST) to capture images of starlight filtering through the atmospheres of planets that pass between Earth and their host stars.

Hill and her colleagues also hope to explore what happens to atmospheres around tidally-locked planets, or planets where tidal forces keep the interior hot and seismically active, similar to Jupiter's moon Io.

The researchers published their work in June in The Planetary Science Journal .

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If you own a mule and it happens to be named Cal, Gal, Hal, Pal, Val, or preferably Sal, grab your towrope and head over to Delphi, Indiana, to check out the Wabash and Erie Canal Park and Museum.

Opened in 2004, the museum features twelve interactive galleries tracing the history of the Wabash and Erie Canal from its inception and construction to its use and eventual closure. The park grounds have an extensive trail system and an 1850s pioneer village, where craftsmen ply their trades during canal season (mid-May through mid-September).

The Wabash and Erie Canal connected the eastern side of Indiana, near Fort Wayne, to the state's southwestern corner at Evansville on the Ohio River. Construction began near Fort Wayne in 1832, and when completed, the canal stretched 468 miles from Toledo, Ohio, to Evansville. Construction reached Delphi in 1840, and reports indicated that three mules pulled canal boats at speeds of 5 to 6 miles per hour. At the peak of construction in 1837, approximately 1,000 immigrants, primarily Irish, worked on the canal. Using only hand tools, they endured disease, snakes, and frequent accidents. Many were buried along the towpath they had helped create.

The canal had a tremendous impact on the growth of Indiana. When it began operating, the state's population was approximately 350,000. By 1840, it had grown to nearly 1 million. Ironically, canals are believed to have helped bring about their own demise by transporting the rails used to build the expanding railroad network across the United States. The last boat to travel the Delphi section of the canal was the Keystone State in 1874. The state then auctioned off the canal lands, and Indiana's canal era came to an end.

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Police say the learner rider was clocked at 177 km/h in an 80 km/h zone.

The stop happened exactly one week after a fatal motorcycle crash nearby.

Authorities are seeking additional sanctions beyond tickets and a seven-day impound.

A fatal motorcycle crash on British Columbia’s Sea-to-Sky Highway was barely a week old when police say they encountered another rider allegedly traveling at a speed that could have ended just as badly. This time, authorities say the motorcyclist wasn’t even fully licensed, adding another layer to an already sketchy stop. If the previous tragedy was meant to serve as a warning, police suggest the message clearly didn’t reach everybody.

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According to BC Highway Patrol, an officer recorded a red sport motorcycle traveling at 177 km/h (110 mph) in an 80 km/h (50 mph) zone near Furry Creek on July 11 at 7:43 a.m. The location is along Highway 99, the scenic Sea-to-Sky route connecting Vancouver and Whistler. The stop came exactly seven days after a separate motorcycle crash on the same highway claimed the life of another rider and caused lengthy traffic delays.

More: A Motorcyclist Did 130 MPH To Escape The CHP, He Forgot To Look Up

Police identified the rider as a 22-year-old woman from Vancouver who held only a Class 7 passenger vehicle learner’s licence and a Class 8 motorcycle learner’s license. “Sometimes we feel like a broken record when we say that speed kills people,” said Corporal Michael McLaughlin of BC Highway Patrol. “But clearly some people aren’t getting the message. Being 97 km/h over the limit could easily have repeated a tragedy from only one week ago on the same highway.”

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The rider’s motorcycle was impounded for seven days under British Columbia’s excessive speeding laws, with towing and storage fees charged to the owner. She also received a CA$483 (about US$350) citation for excessive speed. According to police, the financial hit won’t stop there. The rider is expected to face at least three years of high-risk insurance premiums, pushing the estimated total cost of the incident to nearly CA$2,500 (roughly US$1,800).

If you’re wondering why she didn’t just immediately lose her ability to obtain a license, that could still happen. BC Highway Patrol is asking British Columbia’s Superintendent of Motor Vehicles to conduct a high-risk driving review. That process can lead to additional penalties, including a suspension or prohibition from driving.

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BC Highway Patrol