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Jurors on Friday cleared Elon Musk of liability for investors’ losses in a fraud trial over his 2018 tweets falsely claiming that he had funding in place to take Tesla private.

The tweets sent the Tesla share price on a rollercoaster ride, and Musk was sued by shareholders who said the tycoon acted recklessly in an effort to squeeze investors who had bet against the company.

Jurors deliberated for barely two hours before returning to the San Francisco courtroom to say they unanimously agreed that neither Musk nor the Tesla board perpetrated fraud with the tweets and in their aftermath.

“Thank goodness, the wisdom of the people has prevailed!” tweeted Musk, who had tried but failed to get the trial moved to Texas on the grounds jurors in California would be biased against him.

“I am deeply appreciative of the jury’s unanimous finding of innocence in the Tesla 420 take-private case.”

Attorney Nicholas Porritt, who represents Glen Littleton and other investors in Tesla, had argued in court that the case was about making sure the rich and powerful have to abide by the same stock market rules as everyone else.

“Elon Musk published tweets that were false with reckless disregard as to their truth,” Porritt told the panel of nine jurors during closing arguments.

Porritt pointed to expert testimony estimating that Musk’s claim about funding, which turned out not to be true, cost investors billions of dollars overall and that Musk and the Tesla board should be made to pay damages.

But Musk attorney Alex Spiro successfully countered that the billionaire may have erred on wording in a hasty tweet, but that he did not set out to deceive anyone.

Spiro also portrayed the mercurial entrepreneur, who now owns Twitter, as having had a troubled childhood and having come to the United States as a poor youth chasing dreams.

No joke

Musk testified during three days on the witness stand that his 2018 tweet about taking Tesla private at $420 a share was no joke and that Saudi Arabia’s sovereign wealth fund was serious about helping him do it.

“To Elon Musk, if he believes it or even just thinks about it then it’s true no matter how objectively false or exaggerated it may be,” Porritt told jurors.

Tesla and its board were also to blame, because they let Musk use his Twitter account to post news about the company, Porritt argued.

The case revolved around a pair of tweets in which Musk said “funding secured” for a project to buy out the publicly traded electric automaker, then in a second tweet added that “investor support is confirmed.”

“He wrote two words ‘funding secured’ that were technically inaccurate,” Spiro said of Musk while addressing jurors.

“Whatever you think of him, this isn’t a bad tweeter trial, it’s a ‘did they prove this man committed fraud?’ trial.”

Musk did not intend to deceive anyone with the tweets and had the connections and wealth to take Tesla private, Spiro contended.

During the trial playing out in federal court in San Francisco, Spiro said that even though the tweets may have been a “reckless choice of words,” they were not fraud.

“I’m being accused of fraud; it’s outrageous,” Musk said while testifying in person.

Musk said he fired off the tweets at issue after learning of a Financial Times story about a Saudi Arabian investment fund wanting to acquire a stake in Tesla.

The trial came at a sensitive time for Musk, who has dominated the headlines for his chaotic takeover of Twitter where he has laid off more than half of the 7,500 employees and scaled down content moderation. 
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Excitement around ChatGPT — an easy to use AI chatbot that can deliver an essay or computer code upon request and within seconds — has sent schools into panic and turned Big Tech green with envy.

The potential impact of ChatGPT on society remains complicated and unclear even as its creator Wednesday announced a paid subscription version in the United States.

Here is a closer look at what ChatGPT is (and is not):

Is this a turning point?  

It is entirely possible that November’s release of ChatGPT by California company OpenAI will be remembered as a turning point in introducing a new wave of artificial intelligence to the wider public.  

What is less clear is whether ChatGPT is actually a breakthrough with some critics calling it a brilliant PR move that helped OpenAI score billions of dollars in investments from Microsoft.

Yann LeCun, Chief AI Scientist at Meta and professor at New York University, believes “ChatGPT is not a particularly interesting scientific advance,” calling the app a “flashy demo” built by talented engineers.

LeCun, speaking to the Big Technology Podcast, said ChatGPT is void of “any internal model of the world” and is merely churning “one word after another” based on inputs and patterns found on the internet.

“When working with these AI models, you have to remember that they’re slot machines, not calculators,” warned Haomiao Huang of Kleiner Perkins, the Silicon Valley venture capital firm.

“Every time you ask a question and pull the arm, you get an answer that could be marvelous… or not… The failures can be extremely unpredictable,” Huang wrote in Ars Technica, the tech news website.

Just like Google

ChatGPT is powered by an AI language model that is nearly three years old — OpenAI’s GPT-3 — and the chatbot only uses a part of its capability.  

The true revolution is the humanlike chat, said Jason Davis, research professor at Syracuse University.

“It’s familiar, it’s conversational and guess what? It’s kind of like putting in a Google search request,” he said.

ChatGPT’s rockstar-like success even shocked its creators at OpenAI, which received billions in new financing from Microsoft in January.

“Given the magnitude of the economic impact we expect here, more gradual is better,” OpenAI CEO Sam Altman said in an interview to StrictlyVC, a newsletter.

“We put GPT-3 out almost three years ago… so the incremental update from that to ChatGPT, I felt like should have been predictable and I want to do more introspection on why I was sort of miscalibrated on that,” he said.

The risk, Altman added, was startling the public and policymakers and on Tuesday his company unveiled a tool for detecting text generated by AI amid concerns from teachers that students may rely on artificial intelligence to do their homework.

What now?

From lawyers to speechwriters, from coders to journalists, everyone is waiting breathlessly to feel disruption caused by ChatGPT. OpenAI just launched a paid version of the chatbot – $20 per month for an improved and faster service.

For now, officially, the first significant application of OpenAI’s tech will be for Microsoft software products.  

Though details are scarce, most assume that ChatGPT-like capabilities will turn up on the Bing search engine and in the Office suite.

“Think about Microsoft Word. I don’t have to write an essay or an article, I just have to tell Microsoft Word what I wanted to write with a prompt,” said Davis.

He believes influencers on TikTok and Twitter will be the earliest adopters of this so-called generative AI since going viral requires huge amounts of content and ChatGPT can take care of that in no time.

This of course raises the specter of disinformation and spamming carried out at an industrial scale.  

For now, Davis said the reach of ChatGPT is very limited by computing power, but once this is ramped up, the opportunities and potential dangers will grow exponentially.

And much like the ever imminent arrival of self-driving cars that never quite happens, experts disagree on whether that is a question of months or years.

Ridicule

LeCun said Meta and Google have refrained from releasing AI as potent as ChatGPT out of fear of ridicule and backlash.

Quieter releases of language-based bots – like Meta’s Blenderbot or Microsoft’s Tay for example – were quickly shown capable of generating racist or inappropriate content.

Tech giants have to think hard before releasing something “that is going to spew nonsense” and disappoint, he said.
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Zimbabwe plans to build “Zim Cyber City,” a modern capital expected to cost up to $60 billion in raised funds and include new government buildings and a presidential palace. Critics are blasting the plan as wasteful when more than half the population lives in poverty and the government has let the current capital, Harare, fall apart. Columbus Mavhunga reports from Mount Hampden, Zimbabwe. Camera: Blessing Chigwenhembe
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Zimbabwe plans to build “Zim Cyber City,” a modern capital expected to cost up to $60 billion in raised funds and include new government buildings and a presidential palace. Critics are blasting the plan as wasteful when more than half the population lives in poverty and the government has let the current capital, Harare, fall apart. Columbus Mavhunga reports from Mount Hampden, Zimbabwe. Camera: Blessing Chigwenhembe
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Boeing bid farewell to an icon on Tuesday, delivering its final 747 jumbo jet as thousands of workers who helped build the planes over the past 55 years looked on. 

Since its first flight in 1969, the giant yet graceful 747 has served as a cargo plane, a commercial aircraft capable of carrying nearly 500 passengers, a transport for NASA’s space shuttles, and the Air Force One presidential aircraft. It revolutionized travel, connecting international cities that had never before had direct routes and helping democratize passenger flight. 

But over about the past 15 years, Boeing and its European rival Airbus have introduced more profitable and fuel efficient wide-body planes, with only two engines to maintain instead of the 747’s four. The final plane is the 1,574th built by Boeing in the Puget Sound region of Washington state. 

Thousands of workers joined Boeing and other industry executives from around the world — as well as actor and pilot John Travolta, who has flown 747s — Tuesday for a ceremony in the company’s massive factory north of Seattle, marking the delivery of the last one to cargo carrier Atlas Air. 

“If you love this business, you’ve been dreading this moment,” said longtime aviation analyst Richard Aboulafia. “Nobody wants a four-engine airliner anymore, but that doesn’t erase the tremendous contribution the aircraft made to the development of the industry or its remarkable legacy.” 

Boeing set out to build the 747 after losing a contract for a huge military transport, the C-5A. The idea was to take advantage of the new engines developed for the transport — high-bypass turbofan engines, which burned less fuel by passing air around the engine core, enabling a farther flight range — and to use them for a newly imagined civilian aircraft. 

It took more than 50,000 Boeing workers less than 16 months to churn out the first 747 — a Herculean effort that earned them the nickname “The Incredibles.” The jumbo jet’s production required the construction of a massive factory in Everett, north of Seattle — the world’s largest building by volume. The factory wasn’t even completed when the first planes were finished. 

Among those in attendance was Desi Evans, 92, who joined Boeing at its factory in Renton, south of Seattle, in 1957 and went on to spend 38 years at the company before retiring. One day in 1967, his boss told him he’d be joining the 747 program in Everett — the next morning. 

“They told me, ‘Wear rubber boots, a hard hat and dress warm, because it’s a sea of mud,'” Evans recalled. “And it was — they were getting ready for the erection of the factory.” 

He was assigned as a supervisor to help figure out how the interior of the passenger cabin would be installed and later oversaw crews that worked on sealing and painting the planes. 

“When that very first 747 rolled out, it was an incredible time,” he said as he stood before the last plane, parked outside the factory. “You felt elated — like you’re making history. You’re part of something big, and it’s still big, even if this is the last one.” 

The plane’s fuselage was 225 feet (68.5 meters) long and the tail stood as tall as a six-story building. The plane’s design included a second deck extending from the cockpit back over the first third of the plane, giving it a distinctive hump and inspiring a nickname, the Whale. More romantically, the 747 became known as the Queen of the Skies. 

Some airlines turned the second deck into a first-class cocktail lounge, while even the lower deck sometimes featured lounges or even a piano bar. One decommissioned 747, originally built for Singapore Airlines in 1976, has been converted into a 33-room hotel near the airport in Stockholm. 

“It was the first big carrier, the first widebody, so it set a new standard for airlines to figure out what to do with it, and how to fill it,” said Guillaume de Syon, a history professor at Pennsylvania’s Albright College who specializes in aviation and mobility. “It became the essence of mass air travel: You couldn’t fill it with people paying full price, so you need to lower prices to get people onboard. It contributed to what happened in the late 1970s with the deregulation of air travel.” 

The first 747 entered service in 1970 on Pan Am’s New York-London route, and its timing was terrible, Aboulafia said. It debuted shortly before the oil crisis of 1973, amid a recession that saw Boeing’s employment fall from 100,800 employees in 1967 to a low of 38,690 in April 1971. The “Boeing bust” was infamously marked by a billboard near the Seattle-Tacoma International Airport that read, “Will the last person leaving SEATTLE — Turn out the lights.” 

An updated model — the 747-400 series — arrived in the late 1980s and had much better timing, coinciding with the Asian economic boom of the early 1990s, Aboulafia said. He took a Cathay Pacific 747 from Los Angeles to Hong Kong as a twentysomething backpacker in 1991. 

“Even people like me could go see Asia,” Aboulafia said. “Before, you had to stop for fuel in Alaska or Hawaii and it cost a lot more. This was a straight shot — and reasonably priced.” 

Delta was the last U.S. airline to use the 747 for passenger flights, which ended in 2017, although some other international carriers continue to fly it, including the German airline Lufthansa. 

Lufthansa CEO Carsten Spohr recalled traveling in a 747 as a young exchange student and said that when he realized he’d be traveling to the West Coast of the U.S. for Tuesday’s event, there was only one way to go: riding first-class in the nose of a Lufthansa 747 from Frankfurt to San Francisco. He promised the crowd Lufthansa would keep flying the 747 for many years to come. 

“We just love the airplane,” he said. 

Atlas Air ordered four 747-8 freighters early last year, with the final one — emblazoned with an image of Joe Sutter, the engineer who oversaw the 747’s original design team — delivered Tuesday. Atlas CEO John Dietrich called the 747 the greatest air freighter, thanks in part to its unique capacity to load through the nose cone. 
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