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The Pentagon Can’t Trust GPS Anymore. Is Quantum Physics the Answer?
New devices navigate without satellites or risk of enemy jamming signals
- Scientists are exploring the use of quantum sensors as a secure alternative to GPS with military and civilian applications.
- A recent test involved a device that shines lasers at atoms that behave like compass needles.
- GPS signal jamming and spoofing has become commonplace, leading scientists to explore the quantum properties of atoms to aid navigation in contested environments.
GRIFFITH, Australia—At a tiny airport in the Australian countryside last month, a small plane took off carrying a device that could transform how U.S. drones, aircraft and ships navigate across future battlefields.
The flight carried an instrument that shines lasers at atoms, which behave like compass needles to measure Earth’s magnetic field in real time. Readings from the device can be compared to a magnetic-field map, helping a user determine their location—and offering a backup to satellite-based navigation like GPS.
For the U.S. and its allies, finding new ways to navigate is crucial. In the Ukraine war, Russia is jamming and spoofing—blocking and faking signals—so frequently that satellite navigation isn’t dependable. Other potential adversaries, including China and North Korea, possess similar capabilities.
GPS spoofing by militaries has become a civilian hazard as well, presenting a risk to commercial aircraft.
“This problem hasn’t been as urgent until right now, when we are seeing the end of reliable GPS,” said Russell Anderson, a principal scientist at Q-CTRL, the Australian startup that ran the test flight. “It is the arms race of the current day, in terms of navigation.”
Scientists around the world are exploring whether harnessing the quantum properties of atoms can help navigate accurately in so-called contested environments. But it is still unclear whether the devices, which work well in labs and field tests, would perform reliably on actual military missions.
The Pentagon is hoping to solve that problem. In August, the research and development agency at the Defense Department launched a program to help make quantum sensors more robust.
The agency said the extraordinary sensitivity of the devices makes them fragile in real-world environments, where vibrations or electromagnetic interference can degrade performance. Australia-based Q-CTRL was selected to participate; another company, Safran Federal Systems in Rochester, N.Y., also said it was awarded a contract.
The work is taking on increasing urgency. Russia and China have advanced their electronic-warfare capabilities. European officials have accused Russia of widespread jamming of aircraft.
The problem with GPS is the signals are typically weak, making them easy to block. The U.S. has been rolling out a new, more powerful GPS signal for the military called M-code that is more resilient to jamming, but there has been a holdup in getting funding for the receivers needed to use it, said Todd Harrison, a senior fellow at the American Enterprise Institute who focuses on defense strategy and space policy.
“The U.S. military now realizes future battlefields will be fully contested in the electromagnetic domain unlike anything we have seen before,” he said.
Quantum devices, potentially working together, could tip the balance, proponents say. Quantum clocks, for example, could boost the precision and accuracy of timekeeping. Another quantum sensor, also being developed by Q-CTRL, can navigate by detecting small changes in gravity.
“Quantum sensing is a priority,” said Tanya Monro, the chief scientist for Australia’s Department of Defence, which hosted a trial of the Q-CTRL gravity sensor on one of its ships. “There is an absolute, driving need to be able to operate with complete denial of GPS.”
The Q-CTRL device on the plane in Griffith, a city of about 27,000, is called an optically pumped magnetometer. It shoots lasers at atoms of rubidium, a soft, silvery-white metal, that are held in a gaseous form in a small glass vial. The lasers help measure changes in the atoms’ internal compass needle, which is used to calculate the strength of the magnetic field.
Q-CTRL’s software then removes interference from outside sources, such as the aircraft itself, producing an accurate measurement of the Earth’s magnetic field in that location, which can be compared to a magnetic map. Such maps show deviations from the average field strength over the surface of the Earth.
“You can go out in the woods, and with a map and your eyes identify, ‘Well, there’s a hill and there’s a valley and there’s a stream, so I think I’m right here on the map,’” said Michael J. Biercuk, the American quantum physicist who founded Q-CTRL. “You can do exactly the same thing with these magnetic signals.”
Biercuk said there is no realistic way to jam quantum magnetometers or gravimeters from a distance, short of an energy pulse that would fry all the electronics on a plane and cause it to crash. He said Q-CTRL has subjected the sensors to shaking and dynamic maneuvers with good results—including more than 140 hours of continuous operation on the Australian ship.
In Griffith, Q-CTRL engineers tested three magnetometers in different locations on the airplane, given that the external interference in each spot is different.
The units were tested against a high-end inertial navigation system—which estimates position by using gyroscopes and accelerometers. These systems are already used as GPS backups and on submarines, which can’t access GPS when underwater. But inaccuracies build up over long distances.
All three locations performed comparably, Biercuk said. Over an 80-mile test window, a sensor on the tip of the plane’s wing resulted in an average position estimate within about 620 feet of the true position, and the margin of error didn’t increase with the duration of the flight, he said. The performance was more than 10 times better than the inertial navigation system.
GPS is still very precise, when it’s available. GPS-enabled smartphones are typically accurate to within 16 feet under open sky, according to one study.
There are challenges with the magnetometer approach. One is the need to have detailed magnetic maps, which may not always be available or up-to-date. Another is to make the device inexpensive enough for cheap drones like those that have transformed military strategy in Ukraine.
“Quantum offers a lot of potential,” said Allison Kealy, a professor at Swinburne University of Technology in Melbourne, Australia, who specializes in positioning and navigation. She noted, though, that “I think they’re like any other sensor. They have their strengths and weaknesses.”
Others are exploring different techniques. Advanced Navigation, a company in Australia that makes inertial navigation systems, is preparing to launch a sensor that measures an aircraft’s velocity in three dimensions by shooting lasers at the ground. That works in tandem with inertial navigation systems to improve accuracy over longer distances.
“No one solution fits all problems,” said Max Doemling, chief product officer at Advanced Navigation, which has collaborated with Q-CTRL in the past. Doemling said his company would be interested in using quantum sensors when the technology is ready.
In Griffith, not everything went smoothly at Q-CTRL’s flight tests. At one point, there was a communication issue involving the wingtip sensor, and it was swapped out for a different unit.
More work is ahead, some of the Q-CTRL scientists said, to show the sensors can handle different scenarios that a military platform might face.
“Can it survive a rocket launch? Can it survive a crash landing?” said Yuval Cohen, a Q-CTRL researcher. “You don’t really know, until you do the testing.”
Quantum computing needs its own industrial revolution
The path to scalable computers is paved with high-tech equipment not just high-impact academic papers
This has been a year of phenomenal achievements for quantum computing, proving its scientific principles are sound. Recent advances include Google’s experiment to clarify the boundary of a “quantum observable” — the point at which a quantum system can exceed the abilities of a traditional computer.
However, theory has a speed advantage over reality. While whiteboards fill up with new protocols and algorithms, quantum machines themselves are hitting a wall.
I have been reflecting on the arc of technology I have witnessed in my career — from early experiments in the 1980s to the global quantum race that is now under way. Over the past four decades, the advances in chip fabrication technology and design have fundamentally redefined what is possible.
My conclusion is this: getting to a general-purpose quantum computer — the kind that works like a normal computer but has the exponential processing power of quantum mechanics able to explore a vast number of possibilities at once — requires upwards of 1mn physical qubits (quantum bits). This needs a technological leap of equal magnitude.
The numbers bear out these concerns. Between 2019 and 2025, Google’s quantum chips went from 53 to 105 qubits, a factor-of-two increase in six years. At this pace, I will be long dead before we hit the 1mn qubit mark.
Anyone who has looked inside a modern quantum system can see the truth of this. Look at the diagrams or pictures of devices and what do you see? A jungle of wires and discrete components, all designed to cool and control a single, small chip hidden at the bottom of the cryostat. We have reached a stage where the complexity of the plumbing completely overwhelms the quantum device itself.
My vision is that the entire, spaghetti-like control system must be replaced by a single, integrated chip. Think of it as the transition from the room-sized mainframe computers of the 1960s to the microchips of the 1970s and beyond. That transition wasn’t an innovation in abstract mathematics; it was an industrial engineering marvel.
We need cryogenic integrated circuits to operate at the very low temperatures required for superconducting qubits. Using this approach, we can put not hundreds but 20,000 high-fidelity qubits on a single, clean wafer, and then achieve the target of millions of qubits per system by interconnecting those wafers.
Quantum computing must adopt state-of-the-art chip manufacturing — the same technology that builds billions of transistors into every modern smartphone. This means getting rid of outdated, inefficient methods, such as the 60-year-old lift-off fabrication process used in the development of quantum computing chips, which simply is not clean or scalable enough.
The commitment to building this infrastructure domestically has a greater significance than just technical metrics. I grew up in a blue-collar family and I know that manufacturing is the bedrock of good, sustainable jobs in America. When the classical semiconductor industry offshored much of its fabrication capacity, it shifted technological leadership overseas.
I do not wish my scientific legacy to simply mint a few more billionaires. We should share the transformative benefits of quantum technology with everyone. The next great technological revolution must remain tied to the people who build it.
It has been surprisingly difficult to steer the superconducting qubit community on to this path. I wonder whether modern culture, with its focus on the latest result and aggressive marketing, makes the necessary, difficult and frankly less glamorous work of deep industrial engineering harder to justify and fund. But the path to scalable quantum computers is paved with high-tech fabrication equipment, not just high-impact papers.
It is time for the superconducting qubit community to shift its focus from chasing the next algorithmic demonstration to tackling the immense manufacturing and engineering challenge that lies ahead.
The moment for foundational scientific discovery needs to give way to the era of industrial manufacturing. We have much of the physics; now we need the engineers and technicians. Let us bring the needed manufacturing technology to bear and make this happen quickly, or we risk letting the potential of quantum computing remain forever trapped in a jungle of wires.
Europe’s carmakers risk losing plug-in hybrid war to China on their own turf
Hit by high EV tariffs, Chinese auto groups have pivoted to selling cheaper, technologically advanced vehicles
BYD and other Chinese carmakers are spearheading a mini-renaissance of plug-in hybrids in Europe, opening a new battleground for western rivals that are campaigning for a longer life for petrol engines.
Although environmental groups allege that, with a combustion engine and a large battery, plug-in hybrids are often more polluting than advertised, many see them as a greener interim option for people who are not ready to switch to electric vehicles.
For legacy carmakers, it is also a segment of the car sector where they can still leverage their competitive edge in traditional engines against Chinese rivals, which are far ahead in EV capabilities and affordability.
However, the European car industry may have already lost the war before it has even begun. While car groups are lobbying hard for Brussels to loosen the region’s 2035 petrol ban to allow PHEVs and other technologies, Chinese brands are already starting to win over consumers with their plug-in vehicles that are cheaper and have longer ranges.
“Today, the European automakers are still not on par with the Chinese on plug-in hybrid technology,” Pedro Pacheco, an analyst at Gartner, said. “If the market were to pivot towards plug-in hybrids in 2035 in Europe, it will still fall into the hands of the Chinese.”
BYD’s Seal U has become the top-selling plug-in hybrid model in the region with a 5.5 per cent market share of the category during the first nine months of 2025, according to Schmidt Automotive Research. In the UK, Chery’s Jaecoo 7 was the best-selling plug-in hybrid in August.
Until recently, European brands which promoted plug-in hybrids have been those on the premium end, including Volvo Cars, Mercedes-Benz and BMW since they are more expensive than petrol and other hybrid models.
But after European tariffs of up to 45 per cent on Chinese EV imports came into effect last year, Chinese carmakers pivoted to selling plug-in hybrids, which are not subject to similar duties.
While Prius-type full hybrids had been cheaper both to buy and run since a traditional engine runs alongside a smaller battery which is not plugged in, newer models of plug-in vehicles from Chinese makers have become more affordable because of their production scale and control over battery supply chains.
The new Omoda 7 plug-in hybrid, for example, will be cheaper than the full hybrids offered by the likes of Toyota and Honda in the UK, with a starting price of £32,000 when it goes on sale early next year.
The model promises up to 56 miles of EV range, compared with 51 miles for Volvo XC60, the second best-selling plug-in hybrid in Europe, which has a starting price of £55,360.
“We always retain approximately 20 per cent battery power within the car so the car can always drive as an EV,” said Oliver Lowe, head of product at Omoda and Jaecoo in the UK. “That’s where we really differ from the legacy manufacturers and their implementation of plug-in hybrids.”
Chery has also continued to invest in increasing the thermal efficiency of its petrol engine. “I anticipate the disparity between the previous plug-in hybrid producers and us will continue to grow,” said Lowe.
In the first nine months of the year, sales of new plug-in hybrids in Europe and the UK increased 32 per cent from a year earlier to nearly 920,000 vehicles, compared with a 25 per cent rise in EVs to 1.8mn vehicles, according to European car industry body Acea.
During the third quarter, PHEVs accounted for 10 per cent of the regional new passenger car market with Chinese carmakers accounting for one in seven new models, according to Schmidt Automotive Research.
Sales of plug-in hybrids started to grow in Europe following a tightening of the EU’s carbon emissions regulations in 2020 but demand fell sharply just three years later as countries such as Germany and France ended subsidies for buying these vehicles.
Despite the latest sales growth, environmental campaigners question whether plug-in hybrids are truly green, with many plug-in hybrids remaining uncharged.
According to research from Transport & Environment research, actual carbon emissions of plug-in hybrids registered in 2023 were nearly five times higher than official figures.
Even if plug-in hybrids were mostly driven in electric mode in daily short trips, Jan Dornoff, research lead at the International Council on Clean Transportation (ICCT), said actual emissions from plug-in hybrids remained high if a few longer-distance trips on petrol were made.
In the longer term, analysts and car industry executives are divided on whether plug-in hybrid technology has a future for an industry already squeezed by the rising costs of EV and battery investments.
Many carmakers have embraced plug-in hybrids to help comply with the EU’s emissions targets. But with the tightening of these rules from this year to better reflect the actual emissions levels, analysts say there will be less incentive for carmakers to sell the vehicles. The surge in sales this year was also helped by the rush by auto groups to push older models before these rule changes.
In Europe, much will also depend on whether plug-in hybrids will be allowed after 2035 — a decision which Brussels is expected to reveal when it announces a package of automotive policies on December 10. While Germany and the car industry have lobbied hard for their inclusion, France and Spain remain opposed.
“It’s much more electric with a backup engine, which is used now and then,” said Volvo Cars chief executive Håkan Samuelsson. “I think it could be a good compromise maybe for legislators as well.”
While Chinese carmakers may shift back to EVs once BYD and others begin local production in Europe, their executives stress that PHEVs are here to stay as long as there is consumer demand.
In China, sales of plug-in hybrids increased from about 240,000 in 2020 to 4.9mn last year, while their share in the new passenger-car market more than tripled to 19.5 per cent in just two years, according to the ICCT. The average electric range of PHEVs in China was 116km last year compared with 78km in Europe and 70km in the US.
But even in the world’s largest car market, there are signs of slowdown as the cost of EVs has come down and battery ranges have become longer. In the first half of this year, the PHEV share of its new electric passenger car sales fell to 38 per cent from 41 per cent year-on-year, marking the first decline in recent years, according to ICCT.
Plug-in hybrids, as a result of their complex structure, were likely to become more expensive than electric vehicles as battery costs fall, said ICCT’s Dornoff.
“I don’t really feel that there is going to be demand for plug-in hybrids at some point,” he added.
The matrix: Ellison overtures for Warner Bros kick off bidding war
Father-and-son tech billionaires flash cash to overcome rivals Netflix and Comcast as they pursue a Hollywood empire
For the fourth time since September, Paramount chief executive David Ellison is making a multibillion-dollar bid to buy Warner Bros Discovery, a deal that would unite two studios that have been rivals for more than a century — and dramatically reshape Hollywood in the process.
Ellison, the ambitious 42-year-old son of billionaire Oracle founder Larry Ellison, is hustling to build a Hollywood empire. Flush with his father’s cash, the younger Ellison’s pursuit of Warner Bros began only weeks after he closed an $8bn acquisition of Paramount by his much smaller company, Skydance, in August.
Now he has competition. After rejecting his third bid in October, Warner Bros chief executive David Zaslav essentially put a for sale sign on the company and began to actively pursue suitors. Zaslav attracted two strong bidders: Comcast, parent company of NBCUniversal, and Netflix, the streaming pioneer that disrupted the old Hollywood studios — and prompted the current wave of consolidation.
Founded in 1923 by four brothers — Harry, Albert, Sam and Jack — Warner Bros has been coveted by dealmakers and would-be moguls for decades, and is once again a takeover target at a transformative moment in Hollywood. The pillars of the big studios — box office hits and cable television subscriptions — are in decline. For Paramount and Comcast, the hope is that Warner Bros will provide the scale to compete with Netflix and the deep pockets of Apple, Amazon and YouTube.
On Wall Street, many believe Ellison is trying to make the company a real force in the streaming market, where its Paramount+ service reaches only about 2 per cent of the monthly viewing in the US. Adding Warner Bros’ HBO Max and its valuable library of movies and TV could make it a more robust service in a hurry.
“We believe that a bid for Warner Bros Discovery remains a logical next step for the company, one that could meaningfully alter its current trajectory,” wrote analysts at MoffettNathanson, a research firm.
Paramount, Comcast and Netflix are due to submit bids to the Warner Bros board on Thursday. In the run-up to the bid, David Ellison sought to bolster his financial firepower by holding preliminary talks with Saudi Arabia’s sovereign wealth fund and other big Gulf investors about backing his company’s effort. People close to Ellison said Paramount would not bid much higher than its previous offer of $23.50 per share — a nearly 90 per cent premium from its price before Ellison began eyeing it.
Zaslav has so far resisted the approaches from the Ellisons. But several people involved in the talks say the Ellisons enjoy a notable advantage in Washington, at a time when President Donald Trump has been pressuring big media groups. Paramount’s new chief legal officer, Makan Delrahim, served as Trump’s antitrust chief at the Department of Justice during his first term.
The president has warm relations with Larry Ellison, a prominent Republican donor, and David has been building ties with the administration. This week he was among the guests at Trump’s black-tie dinner for Crown Prince Mohammed bin Salman of Saudi Arabia at the White House.
Advisers involved in the Warner Bros auction say the company’s goal — “insane”, as one put it — is to wrap up a deal by the end of the year. Few believe the timing is realistic given the potential political and regulatory obstacles ahead. At least two additional rounds of bids are expected.
Ellison is seeking to buy the whole company — the studio, the Warner Bros studio lot, HBO and even the shrinking cable TV properties, which have been a significant drag on the business for years. If his offer is ultimately accepted by Zaslav and the Warner Bros board, the resulting deal would bring together some of the most coveted properties in media and entertainment.
Paramount’s trophy assets — including The Godfather and Top Gun movies, CBS News and 60 Minutes, Yellowstone and Star Trek — would be under the same roof as Warner Bros’ Casablanca, the Harry Potter films, CNN, HBO and Friends.
Unlike Paramount, Comcast wants only Warner Bros’ movie, TV and streaming businesses, which would sit alongside its own powerful NBCUniversal entertainment group. Comcast is in the middle of a spin-off of its cable TV assets and has no appetite for taking on Warner Bros’ large portfolio of pay-TV businesses.
Comcast executives believe their company is a better fit for Warner Bros, arguing that an NBCUniversal-Warner Bros combination would create a formidable portfolio of studios, networks and intellectual property. But they also acknowledge that there could be political hurdles — starting, perhaps, with the group’s leadership.
Comcast is led by Brian Roberts, whom Trump has criticised on social media. The president also has repeatedly attacked MSNBC, the left-leaning cable news network recently rebranded as MS NOW, as well as the NBC network, once home to the president’s reality show The Apprentice. In April Trump accused the company of being a “disgrace to the integrity of broadcasting”.
People close to Comcast say the idea the president would block a transaction on personal grounds is overstated. The company also appears to have taken steps to repair the relationship, including by contributing money to help fund construction of a new ballroom at the White House.
Like Comcast, Netflix is bidding on the Warner Bros studio lot, the film studios and its extensive film and TV library — but not the cable TV assets. Some observers have questioned how serious Netflix is, given its management’s lack of interest in the traditional movie business, which remains at the heart of Warner Bros.
And with its roots in Silicon Valley, Netflix has preferred to build businesses internally instead of buying them. It has made only a handful of deals — the Animal Logic animation studio, a few games companies — but no acquisitions of this scale in its 27-year history.
Netflix has hired Moelis, an investment bank, to examine Warner Bros’ assets, a move that surprised rivals who did not expect it to entertain the idea of a legacy media acquisition. However, some people close to Netflix believe it is primarily using the process as a rare opportunity to scrutinise Warner Bros’ operations, particularly HBO.
Others say the Warner Bros library of film and TV shows could be of great value to Netflix. And Ted Sarandos, co-chief executive officer, had in the past been interested in owning the Paramount studio lot — leading to assumptions that he might want the Warner Bros lot this time around.
Antitrust issues have been raised around Netflix’s interest in Warner Bros. Darrell Issa, a California Republican, wrote in a letter to the justice department this week that Netflix “wields unequalled market power” in the streaming market, and that combining its service with HBO Max’s subscribers and Warner Bros content would “further enhance this position”.
For now, most people involved in the negotiations view the contest as Paramount’s to lose. The company, operating with a more favourable political tailwind than its rivals, is regarded as the best-positioned bidder as the process moves into what is expected to be a fast-moving — and unusually political — end-of-year sprint.
But Zaslav, an experienced dealmaker, seems determined to make the bidding for Warner Bros as competitive as he can. Some say he has made the most out of a weak hand.
“He’s done a good job,” one Hollywood banker said of Zaslav. “He’s got a real auction here.”
After Hours Summary: NVDA +4.2% higher on earnings; REGN +4.7% higher on FDA approval; PANW -3.4% lower on earnings
After Hours Gainers:
Companies trading higher in after hours in reaction to earnings/guidance: PACS +37.7%, CRNC +29.8%, KLIC +13.6%, NUTX +8.9%, ZTO +4.2% (also increases share repurchase authorization to $2 bln), NVDA +4.2%, CPA +0.4%
Companies trading higher in after hours in reaction to news: REGN +4.7% (FDA approves EYLEA HD Injection 8 mg), SMCI +3.7% (expands air-cooled AI solutions featuring AMD Instinct GPUs), MU +2.9% (in sympathy with NVDA earnings), AMD +2.9% (in sympathy with NVDA earnings), MRVL +2.3% (in sympathy with NVDA earnings), AVGO +2.1% (in sympathy with NVDA earnings), CDRE +1.3% (subsidiary awarded $50 mln contract with DoW), INTC +1.1% (in sympathy with NVDA earnings), PRI +1% (authorizes new $475 mln share repurchase program), XRX +0.8% (names new CFO), BF.A +0.1% (increases dividend)
After Hours Losers:
Companies trading lower in after hours in reaction to earnings/guidance: BV -7.1% (also increases share repurchase authorization to $150 mln), PANW -3.4% (also to acquire Chronosphere), JACK -1.9%, HI -0.6%, NJR -0.3%
Companies trading lower in after hours in reaction to news: SLMT -30.9% (stock offering by selling shareholders), VZLA -13.2% (convertible notes offering), NUVL -2% (FDA accepts NDA for zidesamtinib), ARMN -1.9% (long-term agreement with the Government of Colombia), HUHU -1.6% ($300 mln mixed shelf offering), GNK -1.4% (to acquire two Newcastlemax vessels), STEX -0.9% (stock offering by selling shareholders), RDVT -0.8% (stock offering by selling shareholders), AMGN -0.4% (FDA grants full approval to IMDELLTRA), CTGO -0.2% (starts Lucky Shot drill program), ULS -0.1% (development of new lab in Germany)