European

When Meta forced us to use its AI chatbot on WhatsApp, it did not have a detail: the European Commission

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The European Commission has been fiercely fighting against monopolies in the technology sector for years. The persecution of Microsoft in the early 2000s it was just the beginning. In 2018 the EU imposed a historic fine on Google for abuse of dominant position with Android and last year they fined Facebook for the same reason. According to Financial TimesMeta is going to sit again in the dock accused of monopoly, this time for the Forced integration of Meta AI in WhatsApp. In the spotlight. The European Commission has not commented on the matter, but according to sources consulted by the Financial Times, Brussels is already investigating Meta for the integration of Meta AI into WhatsApp and the announcement will take place imminently. The case will be conducted under traditional monopoly laws and not under the Digital Markets Act or DMA. The accusation. The investigation has not yet been confirmed by the European Commission, but internal sources have revealed that the main reason is the deployment of Meta AI within WhatsApp, its AI chatbot. As we saw in its day, there is no way to avoid being activated and there is no option to hide it either. Let us remember that WhatsApp is the most used messaging app in the world, with 3 billion active users. Meta is already being investigated for this reason the competition authority in Italywhich considers that the integration of Meta AI “could limit production, market access or technical development” in the AI ​​chatbot sector. Goal returns to the bench. Just a year ago, Meta entered the select club of companies fined by the European Commission for violating the antitrust rules of the European Union. On that occasion, the product that was the object of the accusation was Facebook, more specifically for forcing the use of Facebook Marketplace, which, like Meta AI in WhatsApp, was activated without users’ permission. After several years of research, The Commission concluded that the company had violated the law and made them pay a fine of 800 million euros. Also in April of this year They had to pay 200 million for the case that required consent to the transfer of data. Historical fines. Facebook has come out cheap if we compare it with other sanctions, such as more than 4.3 billion that Google had to pay for abuse of dominant position with Android, and it has not been the only one that Mountain View has had to pay. In September of this year The EU fined Google 2.95 billion euros for abusing its position in the digital advertising market and currently Brussels is preparing another case by how they rank media results in their search results. USA against. The Trump administration has charged against the DMA and EU fineswhich he described as unfair and discriminatory, threatening to start a tariff war. Europe’s response was forceful: technological regulation “is a sovereign right of the EU.” Obviously the heads of the technology companies have also positioned themselves against it and earlier this year, Mark Zuckerberg called on the US government to that would protect technology companies from “European censorship”so we can assume that this new research will not have been very amusing. Judges in the US also see monopolies. At the same time as the criticism is occurring, in the United States there are also antitrust cases against big technology companies, such as the one that Google lost in 2024 and that threatened to force them to sell Chrome, although in the end they dodged the bullet. Goal too carried out a similar case recently in which accused them of monopoly over WhatsApp and Instagrambut in this case they won. We will see what happens if Europe makes its case against WhatsApp official. Images | European Commission, Xataka Android In Xataka | The United States seems determined to break its monopolies. And it has an obvious victim between its eyebrows: Google

We already know who to thank for Google making AirDrop also work with Android phones: the European Union

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A few days ago Google gave a surprise and announced that it had managed to make its system Quick Share was compatible with AirDrop. Suddenly it was possible to wirelessly transfer data and content from a Pixel 10 to an iPhone or iPad and vice versa. What Google did not do is tell how it did it, but in reality the credit was not its own, but rather the European Union’s. what has happened. Google has updated the feature Quick Share of Android to support AiDrop. That makes it possible to share files directly over an end-to-end Wi-Fi connection. Any Apple device with AirDrop enabled will appear in the list of nearby devices when you try to share content with Quick Share, and the same will happen in reverse in the AirDrop menu. It is the Android-iOS interoperability (and we will see if also with macOS) that we have all dreamed of for a long time, and that is now finally a reality. First the Pixel 10, then the others. At the moment only the Google Pixel 10 They support this option, but it is more than likely that it will reach the entire range of Android devices. Google confirmed in The Verge that Apple had not been involved in this development in any way, but in reality it was. The thing is that his role was not voluntary. How AirDrop works. This feature makes use of Bluetooth to allow devices to detect each other, and then an end-to-end Wi-Fi connection takes care of the data transmission. The crucial detail is that Apple developed a proprietary protocol called Apple Wireless Direct Link (AWDL) to facilitate that connection between devices. And since it was proprietary, no one else could use it and AirDrop was a fantastic option that was only available for devices in this ecosystem. Very Apple everything. This is where the EU comes in.. At the beginning of the year the European Union decided that Apple had to adopt interoperable wireless standards and was to do so starting with iOS 26. No one paid much attention to the impact the announcement would have on AirDrop, but cloud services company Ditto took care of glimpse the future and explained how “the EU has killed AWDL.” Which is effectively what happened: Apple was forced to abandon its proprietary protocol in favor of interoperable alternatives. Hello Wi-Fi Aware. The new regulations forced Apple to add support for the Wi-Fi Alliance’s Wi-Fi Aware standard and replace AWDL. The curious thing is that Wi-Fi Aware was developed with the support of Apple, but here the operable implementation was the one that was forced to be used on devices from the Cupertino firm. This reminds us of USB-C. This reminds us of what happened previously with the Lightning port, which was essentially a proprietary version of the USB-C standard. When the EU forced to use this connector on mobile phones and other devices Apple had to ditch the Lightning port. That has made charging adapters interoperable, and the same is now true for AirDrop. A promising future. Wi-Fi Aware has been added to both iOS 26 and iPadOS 26 (but it does not seem to be integrated into macOS 26), and therefore mobile phones from the iPhone 12 will be compatible with this option. For its part, Android has been supporting this standard since Android 8.0, which makes the vast majority of devices candidates to take advantage of this interoperability with Apple devices. What’s not clear is whether it will be possible to use QuickShare with AirDrop directly on Macs, but there are alternatives in that case: myself I have NearDrop installed on my Mac mini M4 and I can share files from my Pixel 8 Pro without problems with Apple equipment. In Xataka | Notifications with ads from some of the apps we use the most are hijacking our phones. And there’s not much to do

Spain, France and Germany could not depend on the “button” of the F-35. So the future European fighter aims for something else

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In the month of September the future European fighter in which Spain participates began to disfigure publicly. Germany threatened to open FCAS to new partners if there was no agreement with France, while Spain joined Berlin with Indra and, on the opposite sidewalk, a continental bet appeared, the Global Combat Air Program (GCAP) that brought together Italy, the United Kingdom and Japan around a different philosophy. Now, in a new twist of the script, the European fighter is aiming for something else. An overflowing program. He Future Combat Air System (FCAS), conceived in 2017 as Europe’s great bet to build the combat air ecosystem of the second half of the 21st century and put aside the american dependencyis going through its crisis deeper. Germany and France, political and industrial drivers of the project, they study abandoning the most symbolic piece (the new generation fighter) to take refuge in its only still viable element: the combat clouda command and control network based on artificial intelligence capable of integrating manned aircraft, swarms of drones, radars, sensors and naval and land systems in the same operational environment. The shift does not seem like a simple technical reorientation, but rather a tacit recognition that the differences between Airbus and Dassault Aviation They have reached a point of no return. At a time when Europe wants to demonstrate strategic autonomy after the Russian invasion of Ukraine, the largest military program of the continent is at risk of fracturing due to the inability of its two main contractors to share responsibilities, cede control and coordinate incompatible industrial visions. The Airbus-Dassault divorce. The conflict between Dassault and Airbus it’s not recentbut it has now reached an intensity that makes advancing the fighter impossible. Dassault, creator of the Rafale and a family-owned company, demands total authority on the design of the aircraft and selection of suppliers. For its part, Airbus (which represents Germany and part of Spain) considers that a European project of this magnitude should be governed by a balanced distribution of work. Negotiations have been stalled for years, with each party accusing the other of breaking agreements. While Dassault threatens to continue alone because “it has all the necessary experience”, the temptation to replace France grows in Berlin through the United Kingdom or Swedentwo partners who already participate in the rival Tempest program. The result is a vicious circle: without trust, there is no cooperation, without cooperation, there is no plane, and without plane, the FCAS becomes an empty shell supported only by the idea. from combat cloud. FCAS The German temptation and the French dilemma. The pressure is not symmetrical. Germany, which has relaxed its spending limit to rearm on a large scaledoes not want to be held hostage by a French company that is blocking progress. According to the Financial Timesin the environment of Chancellor Friedrich Merz an increasingly clear message is heard: if collaboration does not work, Berlin has the resources to continue without Paris. France, for its part, shows caution: its nuclear deterrent It depends on the replacement of the Rafale starting in the next decade, and an abrupt divorce could delay a key system for its strategic security. Although Macron hoped to rebuild trust after years of disagreements, even French voices admit that the project is “immobilized and almost dead,” and that the only real way out is through direct intervention by the president on Éric Trappier, the powerful CEO of Dassault. Combat Cloud The combat cloud as a strategic refuge. Just because the plane stalls doesn’t mean FCAS is meaningless. The most transformative piece of the program is not the fighter, but the AI-based distributed command and control system: a combat cloud european that allows any platform (Rafale, Eurofighter, long-range drones, naval sensors or ground radars) to share data in real time. This system, developed by Airbus (Germany), Thales (France) and Indra (Spain), is the only thing that everyone agrees on: Europe can (co)live with several planes, but not with incompatible networks that depend entirely on the American technological umbrella as was the case with the F-35. That is why it is proposed to accelerate the entry into service from the cloud to 2030a decade ahead of schedule, and armor it as a common pillar even if the joint fighter disappears. For many European countries, having their own cloud is the only way to guarantee that, if Washington one day looks the other way, the continent’s armies can operate in a cohesive and autonomous manner. Failure with implications. If he FCAS collapsesit will not just be an industrial setback, but a devastating geopolitical message. Europe has been proclaiming its desire for military autonomy for years, but every time it tries to create its own capabilities it runs into problems. same obstacles: competition between nations, political misgivings, absence of common governance and divergent priorities. This crisis also comes at a critical moment, when the war in Ukraine has demonstrated that technological superiority it is played onlinethat reaction time is vital and that Western systems must interoperate seamlessly. That the largest European defense project could collapse for corporate disputes shows the extent to which the dream of an integrated defense continues to depend on fragile foundations. What is played in a few weeks. The Financial Times recalled that the calendar is tight. Paris, Berlin and Madrid must decide before the end of the year whether to finance the airplane demonstration, an investment of several billion that no one wants to approve while the project remains blocked. The meetings between the French minister Catherine Vautrin, her German counterpart Boris Pistorius, Merz and Macron will be decisive: or the FCAS is redefined around to combat cloud or formally disintegrates. Everyone repeats that the Franco-German bilateral relationship should not be damaged, but the reality is that companies have carried out the program to the limit. The FCAS was born to symbolize defense Europe, but today only the combat cloud keeps that symbol alive as the last possible bridge between two industries that no longer … Read more

Nexperia had the entire European automotive industry in check. We have good news

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The Dutch Government is prepared to suspend the control it exercises over the semiconductor manufacturer Nexperia if China again allows the export of its most critical chips. According to sources Bloomberg, the Chinese government has already lifted the veto, so the move would end a conflict that threatened to paralyze automobile production world. The agreement on the table. According to Bloomberg, Dutch authorities were “prepared to revoke the ministerial order that gave them veto power over key Nexperia corporate decisions” as soon as next week. The condition: that the resumption of shipments of components from China be verified in the coming days and that the financial disputes between Nexperia and its Chinese operations be also resolved. China lifts veto. Just like assures In the middle, China has once again allowed Nexperia to export its semiconductors, paving the way for the Netherlands to suspend its powers over the Chinese-owned company. Chips have already started shipping again from Nexperia’s Chinese operations, officials from several auto companies confirmed to Bloomberg. The first shipments are already underway. Aumovio SE, a components maker that supplies Volkswagen, Stellantis and BMW, has shipped Nexperia semiconductors and components containing them after receiving an export license from China this week, according to declared its CEO Philipp Von Hirschheydt to Bloomberg. The manager added who informed him that the Chinese Ministry of Commerce lifted the export ban on Nexperia this Friday. “It will take some time before all procedures and processes return to normal,” the CEO warned. There is still the possibility of disruption in the next four to six weeks, but “if everything I know today is correct, we are not going to be affected,” he said. How it all started. The Dutch Minister of Economic Affairs, Vincent Karremans, activated a law dating back to the Cold War in September to take temporary control over Nexperiaowned by the Chinese technology group Wingtech. The reason was concern that Wingtech was weakening the company and putting the supply of vital components at risk. The Dutch government flagged some of Wingtech founder Zhang Xuezheng’s decisions as representing “misuse of financial resources for the personal enrichment of the CEO,” according to account Bloomberg. Wingtech denied these allegations. In response, Beijing imposed restrictions on exports of Nexperia products from China, which accounted for about half of the company’s pre-crisis volumes. Why does it matter? Nexperia makes power control chips used by large manufacturers such as Volkswagen. Until the conflict is resolved, European car manufacturers face production stoppages imminent as their reserves are depleted. Just like account Bloomberg, Honda Motor has already been informed of the resumption of chip shipments by Nexperia in China, so the Japanese carmaker plans to normalize its affected production during the week of November 21, according to its executive vice president, Noriya Kaihara. On the other hand, Bosch, one of the largest component suppliers in the world, also is receiving chips from Nexperia from China, according to sources close to the media. However, the media reports that until this Friday morning there were still production interruptions in several Bosch plants that manufacture automotive electronics. The situation remains tense. Despite positive signs, German supplier ZF Friedrichshafen is preparing for production interruptions, including temporary layoffs, as a precautionary measure. “It is unclear to what extent and at what speed deliveries from China could resume,” declared a company spokesperson told Bloomberg. “The situation remains very tense throughout the industry.” Signs of distension. The Dutch Government declared this Thursday that it expects Nexperia’s Chinese unit to resume chip supplies in the coming days. “Given the constructive nature of our discussions with the Chinese authorities, the Netherlands is confident that chip supplies from China to Europe and the rest of the world will reach Nexperia customers in the coming days,” Karremans said in a statement picked up by Bloomberg. Wingtech shares rose almost 10% in Shanghai after the news. European automakers and their suppliers also gained on the news, as Volkswagen shares rose as much as 2.7% in Frankfurt, while BMW rose as much as 2.5%. Shares of Mercedes-Benz Group and Stellantis also rose, according to the middle. What’s coming now. Resolution of the dispute will depend on effective verification that shipments resume and resolving outstanding financial issues between Nexperia and its operations in China. If these conditions are met, the Dutch Government could revoke his powers of intervention next week, putting an end to a crisis that has put the entire supply chain of the European automotive sector in check. On the other hand, the future of Wingtech founder Zhang Xuezheng remains uncertain following his suspension as CEO of Nexperia by an Amsterdam court on October 7. Cover image | Arthur Wang and Nexperia In Xataka | The EU wants to connect Madrid with Paris by AVE in 2035. Or in 2042 if you ask France

Something big is coming in European money. The ECB has set a date for a key step towards the digital euro

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The European Central Bank has made a move in one of the most sensitive projects in its recent history. After two years of preparation, the organization has decided to move on to the next phase of the digital eurothe initiative with which it seeks to adapt public money to the era of electronic payments. It is not a launch, nor a final decision: if the European regulations are approved in 2026, there will be a pilot starting in 2027 and the Eurosystem wants to be ready for a possible first emission in 2029. The decision comes after a preparation stage started in November 2023in which the ECB and the national central banks defined the technical and operational pillars of the project. In these two years, progress was made in the draft of the operating regulations, in the selection of technological suppliers and in tests with market participants. Political momentum has also been key: euro leaders called at the October 2025 summit to accelerate work to ensure that Europe retains its own capacity in digital payments. A pilot to get out of paper. The announced step opens a phase aimed at validating that the system can work in practice, both from a technical point of view and from real use. The ECB talks about a pilot in which Banks, technology providers, businesses and consumers would participate, with tests on payments in everyday situations and security controls. The objective is to verify that the digital euro, if it exists, can operate reliably and offer a simple experience for the user. Despite the progress, this does not mean that the digital euro is ready for launch or that it will replace paper money. The institution emphasizes that the cash will continue to exist and that the project requires legislative support before any final decision. Furthermore, it is neither a decentralized token nor an experiment to displace the banking sector. The proposed architecture, they assure, maintains banks as the main access and operation channel for citizens and businesses. Three points before starting. The digital euro roadmap is supported by three conditions: legislative progress, technical validation and the formal decision of the ECB later. The European Regulation will establish the rights, limits and obligations of the system, including the way in which financial institutions participate. In parallel, the architecture will be deployed in modules to adjust development as results are obtained. Nothing in this phase implies committing unlimited resources or guarantees the final emission. A project that still needs to convince. Initial support for the digital euro is not homogeneous across Europe. In Germany, a survey prepared for the Bundesbank In April 2024 it showed that half of citizens “could imagine using it” and that 41% already knew about the project. In Spain, a study by Monitor Deloitte In 2024, it indicated that 61% would not adopt it for now, largely due to lack of knowledge and satisfaction with current methods. At European level, a survey published by BEUC In 2025, it indicated that privacy is a priority for 81% of those surveyed, along with security and the absence of commissions as essential elements. From now on, progress will be as technical as it is political. As we say, the ECB wants to have the pieces ready for a pilot in 2027 and to consider a possible initial emission in 2029, provided that the European regulation is approved and tests confirm its viability. The process will be gradual and reviewable, and therein lies its importance: Europe is preparing for an option that could expand its autonomy in payments Images | ECB | omid armin In Xataka | The world seemed unprepared for the end of cash. The digital euro makes it clear that yes

has just taken the first step to receive up to 150 European Gripen fighters

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The aerial board of the war in Ukraine has just added a new piece. Sweden and Ukraine have subscribed a letter of intent that could lead to the possible export of between 100 and 150 Gripen fighters. There is still no signed agreement, but there is a powerful political signal: Stockholm joins the effort to reinforce the Ukrainian air defense in the long term, with a commitment that combines military cooperation and European technology. Since the beginning of the conflict with RussiaUkraine has tried to reinforce an air force that still depends on a hybrid fleet, made up of Soviet-designed fighters adapted with technology from its allies. The arrival of the first F-16 and Mirage 2000 represented progress, but the number of units remains limited and a good part is destined to the training of pilots in Europe. Modernized MiG-29s continue being the operational core of its fleet. kyiv is looking for more planes, and above all, planes with a future. A starting point, not a contract. The document signed in Linköping does not commit immediate deliveries, but it does set a clear direction. Sweden and Ukraine have agreed to cooperate on the development of air capabilities and explore the possible export of between 100 and 150 Gripen fighters. For Prime Minister Ulf Kristersson it is “a step towards a large-scale agreement” with which Sweden aims to promote the modernization of Ukrainian aviation and strengthen European defense as a whole. From signing to training. Before talking about deliveries, Sweden and Ukraine will launch a military cooperation framework focused on training and knowledge transfer. Kristersson confirmed that the goal is for the first Gripen fighters to be incorporated from 2028, as long as conditions allow. In addition to the eventual export, Stockholm seeks that this collaboration promotes a lasting relationship in defense matters and reinforces interoperability between European forces. Made to fly where others can’t. The Gripen has one advantage that sets it apart: it was designed to operate in difficult conditions, even from improvised roads or runways. Its maintenance is fast and can be carried out with reduced personnel, without highly specialized engineers. In total, kyiv has committed around 85 F-16 fighters from different European countries. The Netherlands contributes 24 units, Denmark 19 and Norway 14 mores, in addition to another 10 destined for spare parts. Belgium has announced the shipment of 30 devices additional. The obstacles that remain to be cleared. The path to a final agreement depends on both political and industrial factors. Sweden must authorize the export of defense material and guarantee that its industry can absorb an order for up to 150 aircraft. At the same time, Ukraine will have to train crews, adapt its infrastructure and secure funds to sustain the operation. For now, the Gripen remains a promise in the planning phase. Images | saab | Volodymyr Zelenskyy In Xataka | Ukraine accelerates the assault on Russia with an unprecedented army of robots: they are aquatic, carry rocket launchers and are lethal if stopped

Something has gone wrong in the European automotive industry. The conflict over Nexperia already threatens to paralyze factories

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The European automotive industry is beginning to tighten. Manufacturers have received a clear signal that something is not right: Nexperia, one of the main chip suppliers, can no longer guarantee deliveries. Sector associations warn that the room for maneuver is very limited. This is not a technical problem or a strike, but rather the chain effect of an international dispute that threatens to affect the very foundations of a key industry for the Old Continent. It was on October 16 when the European Automobile Manufacturers Association (ACEA) officially warned of possible production stoppages if the Nexperia supply interruption was not resolved immediately. According to ACEA, the affected chips are used in electronic control units and current inventories will only last a few weeks. The turning point: a blacklist. At the end of September there was a movement that many in the sector identify as the trigger for the current crisis. The United States Bureau of Industry and Security updated his List of Entities to extend restrictions to subsidiaries controlled by already sanctioned companies. Nexperia, owned by Wingtech, thus fell under the scope of the measures. Since then, tensions have accelerated: The Dutch Government intervened in the company and China responded by blocking the export of certain components. Now, Nexperia’s role in the automotive industry is less showy than that of the large chip manufacturers, but essential. Its chips are integrated into electronic modules and control units (ECUs) of many of the vehicles produced in Europe. The company, based in the Netherlands and with a strong presence in Asia, is characterized by its volume and reliability. Precisely for this reason, the inability to maintain deliveries has ignited both sides of the supply chain. The impact in Europe. Initial warnings have been transformed into contingency plans. ACEA calls for a coordinated response between European authorities and the affected countries, aware that the supply chain is going through a delicate point. In Germany, CNBC points outVolkswagen has formed a special team to evaluate possible risks and keep communications open with its suppliers. One of Nexperia’s facilities in Guangdong The company tries to gain margin with a new supplier. “We have an alternative supplier that could compensate for Nexperia’s lack of semiconductors,” explained to Handelsblatt Christian Vollmer, responsible for Production of the VW brand. According to the media, conversations with that company have been underway for weeks. Although the discovery gives some oxygen, the transition will not be immediate and the risk of interruptions remains on the table. The group assures that, for now, there is no operational impact, but they admit that the scenario could change in the short term. The echo crosses the Atlantic. Concern has also reached the United States. The Alliance for Automotive Innovation, which brings together manufacturers such as General Motors, Ford, Toyota and Volkswagen, called for a quick resolution of the conflict. Its CEO, John Bozzella, warned Reuters that if chip shipping “does not resume soon,” auto production “will be affected in the United States and other countries.” Some companies in the group recognize that their plants could notice the impact starting next month. Japan takes positions before the coup. Japan is also bracing for impact. The Automobile Manufacturers Association (JAMA) explained that its members have received notifications from Nexperia warning of supply interruptions. According to the organization, the affected chips are part of the control systems of numerous models and their shortage could have consequences for global production. Mitsubishi Electric, which has had agreements with Nexperia since 2023, assured that it is already studying substitutes. A geopolitical board that is already sneaking onto the assembly line. The Nexperia case is no longer understood only as an industrial problem. The intervention of the Dutch Government and the confrontation with its Chinese subsidiary have turned the company into the new point of friction between Europe, Beijing and Washington. The Netherlands justified its decision by the need to protect the strategic supply of semiconductors, while China defended that its subsidiary acts in accordance with local legislation. At the center of the dispute, Nexperia is trying to maintain its activity under two increasingly opposing regulatory frameworks. The factories are on guard. The next few weeks will be decisive in measuring the real scope of the conflict. Manufacturers adjust their inventories and review alternative suppliers, while sector associations maintain diplomatic pressure to unblock the situation. From Sweden, Volvo Cars CEO Håkan Samuelsson explained to the Financial Times thatalthough his company, owned by the Chinese group Geely, does not face immediate problems, “there will be some factories that will have to stop.” He believes that the key is to react quickly and apply the lessons learned from the semiconductor crisis during the pandemic. Images | Nexperia | Caesar Salazar In Xataka | I also carried the bike in the car anyway. Until the DGT reminded me that it could fine me 200 euros

In 2019, Iberia lost a dog before flying. Now the European Justice says that it is worth the same as a suitcase

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After six years of trials, the Court of Justice of the European Union has issued its verdict: a dog is a suitcase. The question that the European court had to resolve is whether the loss of a pet should entail greater compensation than that contemplated for a suitcase. And the response has been blunt. October 22, 2019. That was the day an Argentine family lost their dog Mona. That day, the family was at the Ezeiza airport, next to Buenos Aires, to travel to Barcelona. Given the company’s regulations, Mona had to travel in a carrier in the hold of the plane, but during the loading operation, the dog escaped from the control of the operators and, scared, ran towards the runway. They explained those days in The Vanguard that Grisel, its owner, was completely sure that she had closed the cage properly. However, once they were seated, a flight attendant approached to notify them of what had happened and confirm that the dog had escaped. The mother, who was accompanying Grisel, then claimed to have seen her dog running away and the workers trying to catch her but they were not allowed to get off the plane. Loss. After this first moment of anguish had passed, the family claimed that the Iberia workers confirmed that the dog had been trapped and that they had to give them a telephone number so that a contact could come get the animal at the airport. However, when Christian, the owner’s brother, went to the airport, they told him that the dog had escaped again and that they had not been able to catch her. Since then, the family did everything possible to investigate in the vicinity of the airport if the animal was nearby but with no luck. Iberia’s response. Then, the family was already indicating that they were unhappy with how Iberia had handled the situation. “We do not have any type of response from the airline. Iberia tells us that as happened in Argentina, nothing can be done from Spain,” they explained to the Catalan newspaper at the time. For its part, from Iberia in Argentina, the company assured Clarion that they were very sorry for what happened and that both Iberia and the airport manager kept the search active. According to her version, the animal “broke one of the sides of the cage and escaped. Before shipping any cage with an animal inside, we always seal the opening doors to prevent the animal from opening it and escaping. However, Mona broke the opposite side of the cage and that’s why she got out.” They confirm that the workers managed to recover Mona but she bit the worker’s arms and face, fleeing again. “Non-material damage”. Given the animal was lost, the family decided to report Iberia to claim compensation for what happened. Given the seriousness of the matter, the family requested that the company pay 5,000 euros for “non-material damages”, which Iberia refused, they explain in Guardian. They explain in the English newspaper that Iberia agreed to compensate for the loss of the animal since it had escaped under the responsibility of its workers. However, they were not willing to pay more than would be paid for the loss of any luggage. That is, they would pay but the same amount that they would pay for the loss of a suitcase. Europe agrees… with Iberia. During a process that has lasted six years, since the Madrid game they escalated the debate in 2024 to the Court of Justice of the European Union who, finally, ruled in favor of Iberia. The company will compensate the family as if they had lost a suitcase. That is to say, just under 1,600 euros which is the maximum amount contemplated for these cases. When the issue was brought to the European court, Iberia defended itself, arguing that “It makes no sense to equate animals with people. The owner, the only one who fully understands the animal, is the one who chooses to expose it to the often stressful and challenging experience of traveling by plane.” And he stressed that “it is his responsibility to prepare it for the trip, assume the risk of exposing it to an inhospitable environment and guarantee its veterinary aptitude. But the most important thing is that only he can assess the deep emotional bond with his pet and, therefore, the moral damage he would suffer if something happened to him during transport.” How is a pet valued? According to the Court of Justice of the European Unionvery simply: a special declaration of the value of the pet. This is what, in the opinion of the European court, the family should have signed and the company accepted. When this agreement is reached, the company agrees to pay a higher compensation if something happens but the passenger also pays a surcharge for the transportation of the animal. This is, in the opinion of Carlos Villa Corta, the family’s lawyer, a “missed opportunity to continue raising awareness about the rights of animals and the people who care for them. The Court of Justice of the European Union considers that pets do not deserve special or improved legal protection compared to a simple suitcase,” in words reported by Guardian. What the European court alleges is that the Montreal Convention that regulates these cases speaks of “people and luggage” and that, therefore, the term people would cover the damages to the “passenger” and that everything else must be considered as luggage. And they emphasize: “the fact that the protection of animal welfare is an objective of general interest recognized by the European Union does not prevent animals from being transported as ‘baggage’ and being considered as such for the purposes of liability resulting from the loss of an animal.” Photo | TA-WEI LIN and Miguel Angel Sanz In Xataka | What the law says about breaking a car window when a dog is suffering from heat stroke

Spain has become the first European country to break the gas. The only problem is that the invoice says something else

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At first glance it seems a contradiction: we produce more solar and wind energy than ever, and yet The invoice continues. Sometimes it seems that everything returns to the same thing: gas. And, in part, it is true. The gas continues to enter every night to sustain the electrical system when the sun falls. But behind that reality there is another less visible: Spain is getting the structural link between electricity and fossil fuels. Reducing the power of gas. According to an Ember analysisthe influence of gas and coal in electric prices has been reduced by 75% since 2019. In the first half of 2025, the gas only determined the price of light 19% of the time, compared to 75% of six years ago. The result is overwhelming: the wholesale price of electricity in Spain was 32 % lower than the European average. While Germany or Italy have barely reduced the influence of gas by 12%and 13%, respectively, Spain has done it in 75%. It is a much faster jump than in any other large European electric market. Spain stopped the power of gas and coal, becoming one of the cheapest markets in Europe This fall reflects a deep transformation of the system. The country has made renewable energy – more cheap and stable – progressively replace gas and coal in pricing. So why don’t you notice the invoice? The answer, as we will see, has to do with the network, the storage and a blackout that changed the rules of the game. An exponential growth. Since 2019, Spain added more than 40 GW Of new wind and solar capacity, which has allowed the renewables to cover 46 % of the electrical demand in the first half of 2025. In that same period, the generation with gas and coal fell to 20 %, compared to more than 40 % that still register Germany and Italy. This transformation has had a direct effect on the market: gas and coal are barely marked the price of light. “Spain has broken the dire bond between electricity and fossil fuels”, summarize Chris RossloweEmber analyst. However, this technical achievement does not mean that the system is free of shadows. The imperceptible success. Here comes the less encouraging part. The problem is not only how much it costs to generate electricity, but how the system remains stable. After the blackout of April 28, 2025, Ree adopted an “reinforced” operational modeactivating more combined gas cycles to stabilize the network. That strategy avoided new cuts, but had a high cost. The use of gas for network services – as voltage control or frequency regulation – doubled in May 2025 compared to the previous year. These services went from representing 14% of the final price before the blackout at 57% that month, According to Ember. In addition, the missing renewable energy (Curtailment) It tripled after the blackout, moving from 1.8% in the two years prior to 7.2% between May and July 2025. In practice, a part of the clean energy generated is lost because the system cannot manage it. A power with bottlenecks. Despite being a renewable power, Spain only invests 30 cents in electrical networks for each euro allocated to renewables, compared to the 70 cents on average in Europe, As the report explains. And although it is the fourth largest electrical market of the continent, it occupies the 13th position in battery capacity, with just 120 MW installed. In some points of the network, Ree has recognized losses of up to 30% of the renewable generation due to lack of infrastructure. This imbalance prevents the clean energy from fully taking advantage of and forces to resort to gas as support. As we have pointed out in Xatakathe system is still vulnerable and rigid: only one in ten new facilities manages to access the network. After the blackout. The blackout marked a before and after. Although European experts have published A factual report, the official report is not expected until the end of the year. Following that episode, the government approved Royal Decree-Law 7/2025with measures to reinforce the network, encourage storage and make access to hybrid facilities. Although the text was rejected by Congress on July 22, part of its measures are being applied by other ways. Among them, As Ember points outthe incorporation of eight synchronous compensators – devices that stabilize the tension without using fossil fuels – and the impulse of 2,600 MW of new batteries, of which 340 MW already have permission. The Executive also plans to launch capacity auctions before 2026 to keep gas plants operational while structural solutions are displayed. But the message of the sector is clear: it will take time, investment and brave political decisions. The European Energy Laboratory. The Spanish case has become a mirror for the rest of the continent. It has shown that growing in solar and wind reduces the wholesale price and gas dependence, but also that without network and storage investment the benefits do not reach the consumer. In Brussels and in neighboring markets, Spain’s example is closely followed as a transition model: a country that has reduced its fossil dependence without sacrificing competitiveness, but still fights to transfer that advantage to the citizen. In Rosslowe’s words: “Spain has shown the way, but to keep it you need to invest in clean flexibility and modern networks.” Electricity is already cheaper to produce. It is also necessary to pay. Image | Freepik Xataka | In his career for the total domain of the solar panels, a rival has come out: the Spanish Perovskita

Before the incursions of Russian drones, Ryanair has its own alternative to the European wall

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“Why are we not shooting these drones?” The question is from Michael O’Leary, CEO of Ryanair. The mandamás of the Air Company verbalized its doubts about the performance of the European Union in an interview with Political. According to its point of view, Europe faces an air navigation problem derived from war in Ukraine. A problem that, according to O’Leary, should not be consent. It is not a security problem. It is a business problem, according to Ryanair CEO. To this aimed the first statements of O’Leary in which the closure of Polish airports echoed as a result of A Russian Airspace Invasion of the country. “There is a risk of continuous interruption, not security,” O’Leary said in words collected by Reuters. While Europe discussed what can be done in these cases, how to act and evaluate the danger of these incursions, from Ryanair they pointed to direct damage to their business. Hybrid war. Is The concept to define those attacks that seek the destabilization of a country and that do not necessarily have to be violent. The intention is for citizens to lose confidence in their leaders either by a feeling of helplessness or because basic services does not work. In the case of the Ukraine War, Russia has been enough to enter the Polish airspace to paralyze its airports. Danish bases They were also paralyzed. The same happened in Oslo and the last to know the effects has been the Munich airport. In addition a cyber attack left unusable or diminished for days the airports of Berlin, Brussels and London-Heathrow. A wall. The solution that has been proposed is to raise a wall in Europe. One that has no concrete or, in fact, is visible. The European Commissioner for Defense, Andrius Kubilius, opted for lift a wall of drones that protects the entire European Union. The intention is very simple: surround the entire European Union of a drone detection and inhibition system. With him we want Russian devices not attacking European space but that they cannot interfere with the daily activities of citizens. “It’s useless”. Given this idea, O’Leary has signed up for the most absolute disbelief. Of Ursula von der Leyen assured Political that “it is useless and should resign.” To recreate with a “I have no faith in European leaders, sitting there drinking tea and eating cookies.” In his day, O’Leary opted for a British permanence in the European Union but its Shocks with politicians of every sign They have been constant. The CEO of Ryanair is part of those unbelievable businessmen of politics that, in the case of the Irishman, has an invariable constant in time: If it’s bad for the business, it is criticizable. The business. According to O’Leary, the real problem of that European antidron wall is that it would not be worthless: “I don’t think a wall of drones has any effect. Do you think the Russians cannot launch a drone from within Poland?” And I set an example: “If you can’t even protect flights on France, what are the possibility of protecting us against Russia?” This criticism referred to the French strike of aerial controllers that threatens to affect more than 100,000 passengers and 600 flights Ryanair alone. And we could continue with the criticism of the Government of Spain by the Aerial rates and The fine for the collection of hand luggage. And the impact? In economic terms, there is no clear data of how much money it has been lost with Russian incursions in European airspace. What is certain is that the inconveniences of this type of activity are palpable. Only in the last sighting in Germany of drones, 23 flights to Munich have had to be divertedanother 12 have been canceled and there are more than 6,500 affected passengers. It is estimated that during the closure of the Danish and Swedish airports, Other 100 flights They also had to be canceled. And in Brussels more than 140 flights were canceled during the cyber attack of a few weeks ago. Photo | Markus Winkler and State Border Guard Service of Ukraine In Xataka | Ryanair’s paradox in Spain: while drowning small airports, he is adding 100,000 more places

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