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    Trump wants to bring manufacturing jobs back. The aviation industry can’t hire fast enough

    President Donald Trump has long touted the importance of manufacturing jobs in America.
    But the U.S. aviation industry is facing a wave of retirements for aircraft technicians and other skilled aviation workers.
    Airlines and aerospace companies are trying to get more younger people interested in the field.

    LAFAYETTE, Ind. — President Donald Trump has said he wants to bolster manufacturing jobs and other technical employment in the United States. But in the aviation industry, finding skilled workers to make airplanes and engines — and maintaining those jobs for years to come — has been a struggle.
    The average age of a certified aircraft mechanic in the U.S. is 54, and 40% of them are over the age of 60, according to a joint 2024 report from the Aviation Technician Education Council and consulting firm Oliver Wyman, which cites Federal Aviation Administration data. The U.S. will be short 25,000 aircraft technicians by 2028, according to the report.

    “A lot of them were hired on in the ’80s and early ’90s. You just start doing some math and you start saying at some point they’re going to retire,” said American Airlines Chief Operating Officer David Seymour, who oversees the carrier’s more than 6,000 daily flights.
    To boost their ranks, airlines and big manufacturers of airplanes and their thousands of components are trying to get more younger people interested in the field.

    ‘Lost a lot of talent’

    Technicians work on an engine at GE Aerospace’s engine shop in Lafayette, Indiana.
    Leslie Josephs/CNBC

    The industry was already facing a retirement wave when Covid hit, and companies cut or offered buyouts to experienced workers — from those who build aircraft to those who maintain them to keep flying.
    “People forget that the aerospace industry was in a pretty serious ramp at the time pre-Covid. And then frankly, of course overnight we went from ramping to zero demand over time. And so we lost a lot of talent,” said Christian Meisner, GE Aerospace’s chief human resources officer.
    GE, along with its French joint venture partner Safran, makes the bestselling engines that power Boeing and Airbus top-selling jetliners, and has been ramping up hiring, though it is also dependent on a web of smaller suppliers that have also been getting back up to speed since the pandemic.

    Meisner said that the company has a strong retention rate and that some employees earn their FAA licenses to work on airplane engines or airframes on the job. At GE’s engine plant in Lafayette, Indiana, about an hour outside of Indianapolis, base pay averages between $80,000 and $90,000 a year, based on qualifications and experience, the company said.

    A worker at GE Aerospace’s Lafayette, Ind. engine plant
    Leslie Josephs/CNBC

    Median pay for aircraft technicians or mechanics was $79,140 a year in the U.S. in 2024, compared with a nationwide median income of $49,500, according to the Bureau of Labor Statistics. The agency projects 13,400 job openings in the field each year over the next decade.
    American’s Seymour said that with new pay raises, technicians could make $130,000 a year at the top of their pay scale in nine years at the carrier.
    While many experts don’t expect jobs that have been shipped abroad like clothing manufacturing to come back to the U.S., high-value sectors tend to pay much more and are more likely to stick around. But hiring can still be difficult in a sector that is seen as politically important and symbolic to the country’s economic power.
    The impending worker shortages aren’t just for those who repair aircraft and engines. A shortfall of air traffic controllers has also stifled airline growth and raised concerns about safety in recent years. The Trump administration has said it will raise wages and ramp up hiring to try to reverse yearslong shortfalls.
    Manufacturing is about 9% of U.S. employment but “we all have a bit of a fetish with manufacturing because we focus on it more and than other sectors,” said Gordon Hanson, a professor of urban policy at Harvard University.

    Students at Aviation High School in Queens, N.Y.
    Leslie Josephs/CNBC

    The U.S. unemployment rate in May held steady at 4.2%.
    One problem with manufacturing jobs, Hanson said, is that workers aren’t very geographically mobile, and if factories reopen or hiring ramps up, that could make it harder to attract employees from other places.
    “You’re asking the local labor market to supply workers,” Hanson added.

    Read more CNBC airline news

    Wages for technicians that repair aircraft at airlines, as well as big manufacturers like Boeing, have gone up in recent years, with skilled workers still in short supply and travel and airplane demand robust. But some workers said that’s not enough.
    “We need to increase wages,” said Sarah MacLeod, executive director of the Aeronautical Repair Station Association. Most of the companies the association works with are small businesses. 
    She warned that the “entire world is going to feel this workforce shortage. You already can’t get your houses built. You already can’t do XYZ. I think and pray that aerospace can actually lead the recovery of that.”

    Looking to the future

    Students work on an airplane engine at Aviation High School in Queens.
    Leslie Josephs/CNBC

    Getting FAA licenses can take years, but the reward can be high. Some students are considering forgoing traditional four-year college degrees straight out of high school to get into the industry.
    “I’m thinking about going to college, but it’s whichever really comes first. If they give me an opportunity to go to the airlines, I’d like to do that,” said Sam Mucciardi, a senior at Aviation High School in Queens, New York.
    The public school offers its roughly 2,000 students the option to stay on for a fifth year to earn their FAA licenses with training at the school.
    “I stay late after school every day to work on the planes and, probably a little bit too much … but I still really enjoy it,” Mucciardi said. “That’s what I put my all my heart into.”
    The school, which has been teaching students how to maintain aircraft since the 1930s, is fielding more demand from airlines in recent years.
    “After a program like ours, typically you’d go to the regional airlines first, like the Endeavors, the Envoys,” said Aviation High School Principal Steven Jackson. “Lately, because of the huge technician need, there’s been more students going directly into American, Delta, United, but you have the whole range.” He said the school received about 5,000 applications this year from students.

    A student at the hangar of Aviation High School in Queens, N.Y.
    Leslie Josephs/CNBC

    Students at the school learn at the campus in the Sunnyside section of Queens but also at other facilities at John F. Kennedy International Airport.
    Seymour said American has teamed up with high schools before, but is now going even younger and working with some junior highs to raise awareness about the career path.
    “It is getting into the high schools and showing that a career in aerospace as an engineer or frankly, on a production floor, is not your grandparents’ manufacturing. It is high tech,” GE’s Meisner said. “You’re talking about laser-guided machine, precision machining operations, exotic coatings and metals.”
    Krystal Godinez, who has lived in the Lafayette area for about 14 years, graduated last summer from GE’s first apprentice program class at the facility after about two years. She said she previously worked in the automotive industry.
    “I feel like what I do here … definitely does matter. It’s like taking all those extra steps, make sure everything is correct,” she said. “We’re there to kind of keep people safe out there and make them feel safe.”
    American’s Seymour was optimistic that younger people are changing their tune.
    “There was a period of time when people said ‘I want a computer, I want tech,'” he said. “There are people who want to get their hands dirty.”
    — CNBC’s Erin Black contributed to this article.

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    Why it’s getting even harder to get into airport lounges now

    Starting in February, Capital One Venture X and Venture X Business cardholders won’t be able to automatically bring a guest into the credit card company’s network of airport lounges.
    Instead, those customers will have to spend at least $75,000 in a year to bring a guest or pay per guest, per visit.
    The move follows similar measures by American Express and other companies to combat overcrowding at airport lounges.

    Bloomberg | Bloomberg | Getty Images

    Airplane tickets are getting cheaper, but it’s getting more expensive to bring your family to an airport lounge.
    Capital One is the latest company to limit access to booming airport lounges to combat overcrowding.

    Starting Feb. 1, Venture X and Venture X Business cardholders will no longer be able to automatically take a guest into lounges or bring authorized second card users.
    They will instead have to pay $125 annually for each additional cardholder to keep their lounge access, $45 per adult guest per visit and $25 per guest 17 or younger. The $125 fee also includes second cardholder access to a network of Priority Pass lounges.
    “As airport lounges continue to grow in popularity across the industry, we’ve seen our customers increasingly encounter wait times to enter them,” Capital One said in a statement. “It is important to us that we maintain a great airport lounge experience for our Venture X and Venture X Business customers, while continuing to deliver best-in-class premium travel cards at an accessible price point.”
    Primary cardholders will have to spend at least $75,000 per calendar year to bring up to two complimentary free guests to Capital One lounges and one guest to Capital One Landings, smaller lounges built for travelers who tend to spend less time at the airport, like those heading to short flights.
    The $75,000 spending requirement for complimentary guests matches what American Express announced two years ago, also a measure to minimize crowding and keeping the clubs feeling exclusive.

    Read more CNBC airline news

    Credit card companies have ramped up their airport lounge networks in recent years, opening new locations to handle demand. And airport lounge access has been a central perk attached to rewards cards, which generally come with an annual fee.
    The Venture X card, which launched in 2021, is $395 a year, less than the $695 a year American Express charges for its Platinum card or the $550 JPMorgan Chase charges for the Chase Sapphire Reserve, both of which come with airport lounges.

    “When it comes to lounges, Capital One is a challenger brand; they’re an underdog,” said Henry Harteveldt, founder of Atmosphere Research Group.
    Capital One has lounges at Denver International Airport, Dallas-Fort Worth International Airport, Washington Dulles International Airport and Harry Reid International Airport in Las Vegas. It plans to open one this year at New York’s John F. Kennedy International Airport and one of its Landings at LaGuardia Airport.
    But the new restrictions show Capital One isn’t immune to its popularity leading to big crowds.
    “Like Amex, like Chase, these lounges have become victims of their own success,” Harteveldt said. “No lounge operator wants them to be as overrun as the public areas of the airport.”
    Airlines have also raised prices to access airport lounges and built larger ones to accommodate the influx.
    Delta Air Lines, for example, has made sweeping changes to its lounge access policies, like getting rid of unlimited visits in favor of annual caps.
    And last summer, Delta unveiled its first Delta One lounge, dedicated for customers in its highest class of cabin. It plans to open a new one in Seattle later this month.
    American Airlines and United Airlines have also expanded their airport lounges and opened new top-tier ones for customers traveling in premium classes on long-haul flights.

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    Slate Auto: Inside the EV startup, stealth production facility backed by Jeff Bezos

    Slate Auto hopes its modular, stripped-down vehicle will be the future of affordable EVs.
    The startup, backed by Jeff Bezos, got attention earlier this year when it unveiled a two-seat, two-door electric pickup truck that can also be converted to different body styles of SUVs.
    But significant hurdles remain for the company to ramp up production, bring in capital and keep costs down.

    Slate Auto electric vehicles inside the startup’s beta production facility in Lake Orion Township, Michigan.
    Slate Auto

    LAKE ORION TOWNSHIP, Mich. — In a nondescript supplier park in suburban Detroit, an electric vehicle startup backed by Amazon founder Jeff Bezos is building what it hopes will be America’s newest automaker.
    The facility is filled with dozens of prototypes, crash-tested vehicles, a crude lab vehicle skeleton adorned with wires and, most importantly, a busy “beta” assembly line that has been building electric vehicles since December for the startup, Slate Auto.

    Slate is using the location — a stone’s throw away from a massive General Motors assembly plant — to produce more than 70 vehicles for internal testing, certification and everything else a company needs to prepare to produce and sell vehicles in the United States.
    The beta production line features roughly a dozen labeled stations for things such as the vehicle’s doors, tailgate and front ends that sit in bins or on surface areas made out of wood and steel parts.
    Employees move back and forth between the bins, tables and assembly line as songs such as Whitney Houston’s “Saving All My Love for You” and Pat Benatar’s “Love is a Battlefield” echo throughout the lively facility.
    The largely hand-built vehicles being made are bare-bones, two-seat, two-door electric pickup trucks that can also be converted to different body styles of SUVs, such as a five-seat fastback or into a squared-off look like a Jeep Wrangler.

    A Slate Auto employee walks into the startup’s “beta” manufacturing facility on May 16 in Lake Orion Township, Michigan.
    Michael Wayland / CNBC

    The vehicles have injected-molded composite exteriors, crank windows, no infotainment systems and a litany of do-it yourself options. The plan is for every vehicle coming off the line to be the same to reduce complexity, before adding any additional features or different covers/tops.

    Auto executives have tossed around the idea for such a modular, stripped-down vehicle amid the rise of connectivity and affordability concerns, but so far the challenges have outweighed the potential opportunities, or companies have struggled to keep prices down.
    Slate believes it can succeed where others have failed through simplified manufacturing and lower costs – two areas where other EV startups have failed in recent years.
    “This one’s going to be different for a number of reasons,” Eric Keipper, an auto veteran and Slate’s head of engineering, told CNBC after a tour of the company’s manufacturing facility. “We took the back-to-basics, only-the-essentials approach, and, really, we’re building a completely new category of product.”
    Slate exited its “stealth mode” in late April by revealing its first vehicles — several two-door electric pickup trucks and converted SUVs — that it expects to begin deliveries of by the end of next year. It’s in the process of building out a full production facility at a former printing plant in Warsaw, Indiana, where it expects to have capacity for up to 150,000 vehicles a year.
    It’s a daunting timeframe even for an established automaker, let alone a new startup that’s establishing its supply chains, production processes and workforce, among other things. Hand-building vehicles at a small facility is one thing; mass producing them is another.
    “We’ve put together a really solid plan, and we’re working to achieve the plan,” Slate CEO Chris Barman told CNBC. “It doesn’t mean that we follow the plan exactly. We gotta pivot when different information comes, but we understand what we’ve got to do to ultimately get to the goal of having vehicles that meet all of our requirements.”

    The Slate Truck.
    Courtesy: Slate Auto

    Slate revealed its unnamed vehicle (the company is telling customers to name it themselves) to notable fanfare, attracting more than 100,000 reservations that required a $50 deposit. For other companies, however, vehicles reservations have fallen significantly short of actual sales.
    The company said it is conducting a Series C round of financing after raising $700 million in its first two rounds of financing. TechCrunch first reported the Series A round in 2023 raised $111 million from 16 investors, including Bezos.
    Other EV startups have needed significantly more funding and have quickly blown through billions of dollars annually attempting to get a vehicle into production. But Slate believes it can be far less capital intense thanks to the engineering and production of the vehicle.
    “We are building the affordable vehicle that has long been promised but never been delivered,” Barman said during the April 24 debut. “But with a twist, it’s a vehicle people are actually going to love and be proud to own.”
    The company declined to discuss future targets such as sales and profitability, as well as expected capital requirements, other than that it plans to invest hundreds of millions of dollars in its Indiana plant.

    ‘A blank Slate’

    Barman and Keipper — veterans of Stellantis predecessor Fiat Chrysler, among other companies — met nearly three years ago to discuss the vehicle and Slate’s business plan as the first employees of the startup.
    “It started with a blank slate,” said Keipper. “The CEO and I sat together on the fifth of July in 2022 and looked at a blank whiteboard, and I filled it. I said, ‘Here’s the plan. Let’s do this.'”

    Slate Auto CEO, Chris Barman.
    Courtesy: Slate

    During the reveal, the company positioned itself and its vehicle as a “a radically simple, radically affordable, radically personalizable car.”
    The vehicle — which has a targeted starting price of under $20,000 with an up to $7,500 EV credit — features many “off the shelf” parts from suppliers, lowering costs. Its body also is exclusively injected molded composite instead of steel or aluminum, bringing down cost and weight.
    It does not feature any “connectivity” such as a modem or large screens, just a small driver information screen. Instead of a center infotainment system, drivers can use their own devices such as a smartphone or tablet for navigation and music. Speakers also are optional.
    The exteriors of the Slate vehicles also won’t be painted. The company says it was engineered to be wrapped with a vinyl film, eliminating the need for a costly paint shop — a massive investment for automakers.
    The basis for the company is for consumers to be able to easily change the vehicle themselves or add whatever they’d like to it after purchase through the removal or addition of bolts. The company plans to offer some services such as the vehicle wrapping, but customers aren’t required to do those things through Slate and can purchase add-ons later.

    Slate says the vehicle — about the length of a two-door Ford Bronco — only features roughly 2,500 parts, including only 500 to 700 “end items,” or parts, for final assembly. That compares with a Slate estimate of 2,500-end item parts for other competitors and thousands of more overall pieces.
    “Fundamentally, there’s no new technology because technology costs money to develop,” said Jamie Standring, formerly with Karma Automotive and Stellantis/Fiat Chrysler, standing by the beta assembly line.
    Standring said the initial idea was to have the vehicle’s frame that everything is built upon be bolted together – almost like an erector set – to remove the need for a full body shop, much like it’s attempting to not use a paint shop. But the drawbacks eventually outweighed the benefits, he said.
    The Slate truck is expected to ship with a standard 52.7-kWh battery with an estimated range of around 150 miles, or a 84.3-kWh pack with a target of 240 miles of range. Its battery supplier is SK On, according to the company. Its top speed is only 90 miles per hour.
    “I’m really proud of the team for how they really thought out of the box,” Barman said. “We’ll have kits, and we’re doing it in a way that’s lean as well, but we want to offer people many choices.”

    Significant hurdles remain

    But more choices for consumers mean more complexity.
    On the company’s website, there are 11 categories for customers to customize with a combined 160 options, excluding customizable exterior colors for wraps. That’s a lot of options – ranging from dozens of decals to lighting, audio and tires and wheels – for a customer to pick and a company to store and offer.
    Slate executives say the point of the customization is for customers to be able to make the vehicle their own and easily upgrade or change it when they’d like, but auto analysts see it as one of many potential problem areas.

    Slate Auto reveal.
    Courtesy: Slate

    In addition to traditional startup challenges such as capital, profitability and scaling up, other hurdles include: A limited market for two-door vehicles, slower-than-expected adoption of EVs and regulatory uncertainty regarding federal tax credits that Slate is relying on for the vehicle’s affordability, among other things.
    “They have an interesting idea,” said Stephanie Brinley, associate director in AutoIntelligence at S&P Global Mobility. “The question is, how many people really want to do that much themselves, and how big is the adjustable market?”
    The sale of two-door regular cab pickup trucks like Slate’s debut vehicle only accounted for less than 90,400 registrations in 2024. That compares to more than 2.5 million registered four-door crew cab trucks.
    Brinley, who attended Slate’s reveal event in California, said if the company wants to be sustainable, it would need to expand its product lineup to four-door models, which the platform seems to be able to support, as well as additional vehicles in the future.
    “Just like every other startup before it, their sustainability is not going to be determined by the first product in the first six months,” Brinley said. “The first product just gets you in the door.”
    A handful of auto startups such as Lordstown Motors, Electric Last Mile Solutions, Fisker, Canoo and Nikola all made it into various forms of production but went bankrupt. Even better capitalized EV startups such as Rivian Automotive and Lucid Group have continually had to raise capital to stay afloat.
    Industry insiders also have raised concerns about the affordability of Slate’s vehicle once customers add options or a new SUV top, which can be installed and uninstalled using bolts.

    The Slate Truck interior.
    Courtesy: Slate Auto

    “I think it’s super interesting. The idea behind it, we’ve talked about that idea a million times,” Tim Kuniskis, CEO of Stellantis’ Ram Truck brand, said recently when asked about Slate. “Now, what’s it going to actually transact at in the marketplace … when people start to option them up, it’s not going to be $20,000. It’s going to be $35,000, and by the time you get to $35,000, you’re in midsize truck territory. ”
    Slate has not announced pricing for customizations or exact pricing of the vehicle without a federal tax credit that’s in jeopardy under President Donald Trump.
    “Slate is an example of why and how hard it is to produce a cheap EV” said Karl Brauer, a veteran auto analyst with iSeeCars.com. “They are producing an electric vehicle with only two seats, 140-mile range, manual windows, no touch screen, and it’s still $27,500 … To me, it’s not a competitive vehicle at that point.”
    Brauer said there are other EVs close to that price, as well as smaller pickups such as the Ford Maverick hybrid with a lot more features that could be a better buy for consumers.
    Both Brauer and Brinley gave Slate credit for trying something new and attempting to address affordability concerns, but the auto industry isn’t an easy busy to break into, even when starting from a blank slate.
    “It’s modular. It’s cool. It’s a really clever idea,” Brinley said. “The question for me comes down to how many people want to do that? And we’ll find out, but I don’t know that it’s as high as they think it is.” More

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    When it comes to saving, Gen Z asks: ‘What’s the point?’ That’s dangerous, expert says

    FA Playbook

    Adult members of Gen Z are feeling disillusioned about their economic prospects.
    Nearly half say planning for the future feels “pointless,” according to a Credit Karma poll.
    Many feel frustrated by a tough job market and worried about debt, experts said.
    There are some simple steps Gen Z members can take to set themselves up for financial success.

    Xavier Lorenzo | Moment | Getty Images

    Gen Z seems to have a case of economic malaise.
    Nearly half (49%) of its adult members — the oldest of whom are in their late 20s — say planning for the future feels “pointless,” according to a recent Credit Karma poll.

    A freewheeling attitude toward summer spending has taken root among young adults who feel financial “despair” and “hopelessness,” said Courtney Alev, a consumer financial advocate at Credit Karma.
    They think, “What’s the point when it comes to saving for the future?” Alev said.
    That “YOLO mindset” among Generation Z — the cohort born from roughly 1997 through 2012 — can be dangerous: If unchecked, it might lead young adults to rack up high-interest debt they can’t easily repay, perhaps leading to delayed milestones like moving out of their parents’ home or saving for retirement, Alev said.
    But your late teens and early 20s is arguably the best time for young people to develop healthy financial habits: Starting to invest now, even a little bit, will yield ample benefits via decades of compound interest, experts said.
    “There are a lot of financial implications in the long term if these young people aren’t planning for their financial future and [are] spending willy-nilly however they want,” Alev said.

    Why Gen Z feels disillusioned

    That said, that many feel disillusioned is understandable in the current environment, experts said.
    The labor market has been tough lately for new entrants and those looking to switch jobs, experts said.
    The U.S. unemployment rate is relatively low, at 4.2%. However, it’s much higher for Americans 22 to 27 years old: 5.8% for recent college grads and 6.9% for those without a bachelor’s degree, according to Federal Reserve Bank of New York data as of March 2025.

    More from FA Playbook:

    Here’s a look at other stories affecting the financial advisor business.

    Young adults are also saddled with debt concerns, experts said.
    “They feel they don’t have any money and many of them are in debt,” said Winnie Sun, co-founder and managing director of Sun Group Wealth Partners, based in Irvine, California. “And they’re wondering if the degree they have (or are working toward) will be of value if A.I. takes all their jobs anyway. So is it just pointless?”
    About 50% of bachelor’s degree recipients in the 2022-23 class graduated with student debt, with an average debt of $29,300, according to College Board.
    The federal government restarted collections on student debt in default in May, after a five-year pause.
    The Biden administration’s efforts to forgive large swaths of student debt, including plans to help reduce monthly payments for struggling borrowers, were largely stymied in court.
    “Some hoped some or more of it would be forgiven, and that didn’t turn out to be the case,” said Sun, a member of CNBC’s Financial Advisor Council.
    Meanwhile, in a 2024 report, the New York Fed found credit card delinquency rates were rising faster for Gen Z than for other generations. About 15% had maxed out their cards, more than other cohorts, it said.

    It’s also “never been easier to buy things,” with the rise of buy now, pay later lending, for example, Alev said.
    BNPL has pushed the majority of Gen Z users — 77% — to say the service has encouraged them to spend more than they can afford, according to the Credit Karma survey. The firm polled 1,015 adults ages 18 and older, 182 of whom are from Gen Z.
    These financial challenges compound an environment of general political and financial uncertainty, amid on-again-off-again tariff policy and its potential impact on inflation and the U.S. economy, for example, experts said.
    “You start stacking all these things on top of each other and it can create a lack of optimism for young people looking to get started in their financial lives,” Alev said.

    How to manage that financial malaise

    Patricio Nahuelhual | Moment | Getty Images

    Young adults should try to rewire their financial mindset, experts said.
    “Most importantly, you don’t want to bet against yourself,” Sun said.
    “See it as an opportunity,” she added. “If you’re young and your expenses are low, this is the time to invest as much as you can right now.”
    Time is working in their favor, due to the ability to compound investment growth over multiple decades, Alev said.
    While investing might “feel impossible,” every little bit helps, even if it’s just investing $10 a month right now into a tax-advantaged retirement account like a Roth IRA or 401(k).
    The latter is among the easiest ways to start, due to automatic payroll deduction and the possibility of earning a “match” from your employer, which is “probably the closest thing to free money any of us will get in our lifetime,” Alev said.

    “This is actually the most exciting time to invest, because you’re young,” Sun said.
    Instituting mindful spending habits, such as putting a waiting period of at least 24 hours in place before buying a non-essential item, can help prevent unnecessary spending, she added.
    Sun advocates for paying down high-interest debt before focusing on investing, so interest payments don’t quickly spiral out of control. Or, as an alternative, they can try to fund a 401(k) to get their full company match while also working to pay off high-interest debt, she said.
    “Instead of getting into the ‘woe is me’ mode, change that into taking action,” Sun said. “Make a plan, take baby steps and get excited about opportunities to invest.” More

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    Swiss government proposes tough new capital rules in major blow to UBS

    The Swiss government proposed strict new capital rules that would require banking giant UBS to hold an additional $26 billion in core capital.
    The measures would also mean that UBS will need to fully capitalize its foreign units and carry out fewer share buybacks.
    The Swiss National Bank said it supported the measures from the government as they will “significantly strengthen” UBS’ resilience.

    A sign in German that reads “part of the UBS group” in Basel on May 5, 2025.
    Fabrice Coffrini | AFP | Getty Images

    The Swiss government on Friday proposed strict new capital rules that would require banking giant UBS to hold an additional $26 billion in core capital, following its 2023 takeover of stricken rival Credit Suisse.
    The measures would also mean that UBS will need to fully capitalize its foreign units and potentially carry out fewer share buybacks.

    “The rise in the going-concern requirement needs to be met with up to USD 26 billion of CET1 capital, to allow the AT1 bond holdings to be reduced by around USD 8 billion,” the government said in a Friday statement, referring to UBS’ holding of Additional Tier 1 (AT1) bonds.
    The measures therefore amount to an additional $26 billion in core capital but a requirement of just $18 billion in new capital. This is $2 billion lower than the $20 billion estimated by JP Morgan earlier this week.
    UBS shares jumped 6% following the announcement and ended Friday’s trading session 3.8% higher.
    The Swiss bank will become more stable and attractive in areas such as asset management, Swiss Finance Minister Karin Keller-Sutter said during a press briefing on Friday. “I don’t believe that the competitiveness will be impaired, but it is true that growth abroad will become more expensive,” she said in comments reported by Reuters.
    UBS said while it supports “in principle” most of the regulatory proposals announced on Friday, it strongly disagrees with the “extreme” increase in capital requirements. Based on the bank’s first-quarter results, its CET1 capital ratio target of between 12.5% and 13% — along with previously communicated capital — the firm said it would be required to hold around $42 billion in additional CET1 capital in total.

    The bank maintained its target of achieving an underlying return on CET1 capital of around 15% and also reaffirmed its capital return intentions for the year.
    “UBS will actively engage in the consultation process with all relevant stakeholders and contribute to evaluating alternatives and effective solutions that lead to regulatory change proposals with a reasonable cost/benefit outcome. UBS will also evaluate appropriate measures, if and where possible, to address the negative effects that extreme regulations would have on its shareholders,” the bank said.

    Johann Scholtz, senior equity analyst at Morningstar, noted that the news was “as bad as it will get for UBS.”
    The banking giant “can now lobby for some concessions and take some actions themselves to mitigate impact, for instance upstream some excess capital from its subsidiaries,” Scholtz said. He added that while negotiations will start immediately, there will be a long-phase out for UBS to deploy the measures, with the earliest that it will apply in full being 2034.
    JPMorgan analysts led by Kian Abouhossein also stressed that a long lead time of six to eight years for UBS to fulfil the deduction of investments in its foreign units is a “positive” outcome for the bank. With finalization expected around 2027, JPMorgan expects full implementation by 2033 at the earliest.
    UBS is expected to generate around $12 billion [per annum] in profits with a dividend of about $3 billion, which means the bank can “fulfill its ‘capital gap’ by 2033+ and still continue with buybacks,” the analysts said.
    The Swiss National Bank said it supported the measures from the government as they will “significantly strengthen” UBS’ resilience.
    “As well as reducing the likelihood of a large systemically important bank such as UBS getting into financial distress, this measure also increases a bank’s room for manoeuvre to stabilise itself in a crisis through its own efforts. This makes it less likely that UBS has to be bailed out by the government in the event of a crisis,” SNB said in a Friday statement.

    ‘Too big to fail’

    UBS has been battling the specter of tighter capital rules since acquiring the country’s second-largest bank at a cut-price following years of strategic errors, mismanagement and scandals at Credit Suisse.
    The shock demise of the banking giant also brought Swiss financial regulator FINMA under fire for its perceived scarce supervision of the bank and the ultimate timing of its intervention.
    Swiss regulators argue that UBS must have stronger capital requirements to safeguard the national economy and financial system, given the bank’s balance topped $1.7 trillion in 2023, roughly double the projected Swiss economic output of last year. UBS insists it is not “too big to fail” and that the additional capital requirements — set to drain its cash liquidity — will impact the bank’s competitiveness.
    At the heart of the standoff are pressing concerns over UBS’ ability to buffer any prospective losses at its foreign units, where it has, until now, had the duty to back 60% of capital with capital at the parent bank.
    Higher capital requirements can whittle down a bank’s balance sheet and credit supply by bolstering a lender’s funding costs and choking off their willingness to lend — as well as waning their appetite for risk. For shareholders, of note will be the potential impact on discretionary funds available for distribution, including dividends, share buybacks and bonus payments.
    “While winding down Credit Suisse’s legacy businesses should free up capital and reduce costs for UBS, much of these gains could be absorbed by stricter regulatory demands,” Johann Scholtz, senior equity analyst at Morningstar, said in a note preceding the FINMA announcement. 
    “Such measures may place UBS’s capital requirements well above those faced by rivals in the United States, putting pressure on returns and reducing prospects for narrowing its long-term valuation gap. Even its long-standing premium rating relative to the European banking sector has recently evaporated.”
    The prospect of stringent Swiss capital rules and UBS’ extensive U.S. presence through its core global wealth management division comes as White House trade tariffs already weigh on the bank’s fortunes. In a dramatic twist, the bank lost its crown as continental Europe’s most valuable lender by market capitalization to Spanish giant Santander in mid-April.
    – CNBC’s Ganesh Rao contributed to this report. More

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    Used vehicle prices ease from tariff fear-buying highs but remain elevated

    Used vehicle prices last month eased from a recent high in April as consumers who needed a vehicle but feared price hikes due to tariffs purchased one quickly.
    The Manheim Used Vehicle Value Index — which tracks prices of used vehicles sold at its U.S. wholesale auctions — decreased 1.5% from April to May, but remained 4% higher than a year earlier.
    Retail prices for consumers traditionally follow changes in wholesale prices, but they have not fallen as quickly as wholesale prices in recent years.

    A Ford mustang is seen at a used car dealership in Montebello, California on May 5, 2025.
    Frederic J. Brown | AFP | Getty Images

    DETROIT — Used vehicle prices last month eased from their recent high in April as consumers who may have needed a vehicle but feared price hikes due to tariffs flocked to purchase a car or truck, according to a closely watched barometer of preowned prices.
    Cox Automotive’s Manheim Used Vehicle Value Index — which tracks prices of used vehicles sold at its U.S. wholesale auctions — decreased 1.5% from April to May, but remained 4% higher than a year earlier. April’s level was the highest since October 2023.

    “Wholesale appreciation trends were remarkably strong in April, but the market gave some of that strength back in May, though values remain well above last year’s levels,” said Jeremy Robb, senior director of economic and industry insights at Cox Automotive.
    Retail prices for consumers traditionally follow changes in wholesale prices, but they have not fallen as quickly as wholesale prices in recent years.
    While President Donald Trump’s tariffs of 25% on new imported vehicles and many parts do not directly impact used car sales, changes in new vehicle prices, production and demand affect the used car market, which is how the majority of Americans purchase a vehicle.
    Demand has stayed relatively strong as inventory levels for used vehicles – 2.2 million – remain low compared with historical levels. That comes as consumers have been holding on to their vehicles for longer and as the industry deals with less production in recent years amid the coronavirus pandemic and global supply chain shortages.
    Cox reports retail used vehicle sales in May were down 3% compared with April but higher year over year by 4%.
    Cox previously said it was seeing used vehicle prices continue to stabilize after swinging wildly for several years before starting to calm down in 2024.

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    Why millions of Americans would lose health insurance under House GOP megabill

    Federal funding cuts in the House of Representatives’ One Big Beautiful Bill Act may prompt millions of Americans to lose insurance under Medicaid and the Affordable Care Act.
    With the Senate now poised to consider the legislation, here’s who experts say could be most vulnerable to getting dropped from health care coverage.

    Fatcamera | E+ | Getty Images

    The House tax and spending bill would push millions of Americans off health insurance rolls, as Republicans cut programs like Medicaid and the Affordable Care Act to fund priorities from President Donald Trump, including almost $4 trillion of tax cuts. 
    The Congressional Budget Office, a nonpartisan legislative scorekeeper, projects about 11 million people would lose health coverage due to provisions in the House bill, if enacted in its current form. It estimates another 4 million or so would lose insurance due to expiring Obamacare subsidies, which the bill doesn’t extend.

    The ranks of the uninsured would swell as a result of policies that would add barriers to access, raise insurance costs and deny benefits outright for some people like certain legal immigrants.  
    The legislation, known as the “One Big Beautiful Bill Act,” may change as Senate Republicans now consider it. Health care cuts have proven to be a thorny issue. A handful of GOP senators — enough to torpedo the bill — don’t appear to back cuts to Medicaid, for example.
    More from Personal Finance:How debt impact of House GOP tax bill may affect consumers3 key money moves to consider while the Fed keeps interest rates higherHow child tax credit could change as Senate debates Trump’s mega-bill
    The bill would add $2.4 trillion to the national debt over a decade, CBO estimates. That’s after cutting more than $900 billion from health care programs during that time, according to the Penn Wharton Budget Model.
    The cuts are a sharp shift following incremental increases in the availability of health insurance and coverage over the past 50 years, including through Medicare, Medicaid and the Affordable Care Act, according to Alice Burns, associate director with KFF’s program on Medicaid and the uninsured.

    “This would be the biggest retraction in health insurance that we’ve ever experienced,” Burns said. “That’s makes it really difficult to know how people, providers, states, would react.”
    Here are the major ways the bill would increase the number of uninsured.

    No population ‘safe’ from proposed Medicaid cuts

    Speaker of the House Mike Johnson, R-La., pictured at a press conference after the House narrowly passed a bill forwarding President Donald Trump’s agenda on May 22 in Washington, DC.
    Kevin Dietsch | Getty Images

    Federal funding cuts to Medicaid will have broad implications, experts say.
    “No population, frankly, is safe from a bill that cuts more than $800 billion over 10 years from Medicaid, because states will have to adjust,” said Allison Orris, senior fellow and director of Medicaid policy at the Center on Budget and Policy Priorities.
    The provision in the House proposal that would lead most people to lose Medicaid and therefore become uninsured would be new work requirements that would apply to states that expanded Medicaid under the Affordable Care Act, according to Orris.
    The work requirements would affect eligibility for individuals ages 19 to 64 who do not have a qualifying exemption. Affected individuals would need to demonstrate they worked or participated in qualifying activities for at least 80 hours per month.
    States would also need to verify that applicants meet requirements for one or more consecutive months prior to coverage, while also conducting redeterminations at least twice per year to ensure individuals who are already covered still comply with the requirements.

    In a Sunday interview with NBC News’ “Meet the Press,” House Speaker Mike Johnson, R-La., said “4.8 million people will not lose their Medicaid coverage unless they choose to do so,” while arguing the work requirements are not too “cumbersome.”
    The Congressional Budget Office has estimated the work requirements would prompt 5.2 million adults to lose federal Medicaid coverage. While some of those may obtain coverage elsewhere, CBO estimates the change would increase the number of people without insurance by 4.8 million.
    Those estimates may be understated because they do not include everyone who qualifies but fails to properly report their work hours or submit the appropriate paperwork if they qualify for an exemption, said KFF’s Burns.
    Overall, 10.3 million would lose Medicaid, which would lead to 7.8 million people losing health insurance, Burns said.

    Proposal creates state Medicaid funding challenges

    Protect Our Care supporters display “Hands Off Medicaid” message in front of the White House ahead of President Trump’s address to Congress on March 4 in Washington, D.C. 
    Paul Morigi | Getty Images Entertainment | Getty Images

    While states have used health care provider taxes to generate funding for Medicaid, the House proposal would put a stop to using those levies in the future, Orris noted.
    Consequently, with less revenue and federal support, states will face the tough choice of having to cut coverage or cut other parts of their state budget in order to maintain their Medicaid program, Orris said.
    For example, home and community-based services could face cuts to preserve funding for mandatory benefits like inpatient and outpatient hospital care, she said.
    The House proposal would also delay until 2035 two Biden-era eligibility rules that were intended to make Medicaid enrollment and renewal easier for people, especially older adults and individuals with disabilities, Burns said.
    States would also have their federal matching rate for Medicaid expenditures reduced if they offer coverage to undocumented immigrants, she said.

    Affordable Care Act cuts ‘wonky’ but ‘consequential’

    Senate Minority Leader Chuck Schumer, D-N.Y., speaks about the health care impacts of the Republican budget and policy bill, also known as the “One Big Beautiful Bill Act,” during a June 4 news conference in Washington, D.C.
    Saul Loeb | Afp | Getty Images

    More than 24 million people have health insurance through the Affordable Care Act marketplaces.  
    They’re a “critical” source of coverage for people who don’t have access to health insurance at their jobs, including for the self-employed, low-paid workers and older individuals who don’t yet qualify for Medicare, according to researchers at the Center on Budget and Policy Priorities, a left-leaning think tank.
    The House legislation would “dramatically” reduce ACA enrollment — and, therefore, the number of people with insurance — due to the combined effect of several changes rather than one big proposal, wrote Drew Altman, president and chief executive of KFF, a nonpartisan health policy group.
    “Many of the changes are technical and wonky, even if they are consequential,” Altman wrote.

    Expiring ACA subsidies add to coverage costs

    ACA enrollment is at an all-time high. Enrollment has more than doubled since 2020, which experts largely attribute to enhanced insurance subsidies offered by Democrats in the American Rescue Plan Act in 2021 and then extended through 2025 by the Inflation Reduction Act.
    Those subsidies, called “premium tax credits,” effectively reduce consumers’ monthly premiums. (The credits can be claimed at tax time, or households can opt to get them upfront via lower premiums.)
    Congress also expanded the eligibility pool for subsidies to more middle-income households, and reduced the maximum annual contribution households make toward premium payments, experts said. 

    The enhanced subsidies lowered households’ premiums by $705 (or 44%) in 2024 — to $888 a year from $1,593, according to KFF.
    The House Republican legislation doesn’t extend the enhanced subsidies, meaning they’d expire after this year.
    About 4.2 million people will be uninsured in 2034 if the expanded premium tax credit expires, according to the Congressional Budget Office.
    “They might just decide not to get [coverage] because they simply can’t afford to insure themselves,” said John Graves, a professor of health policy and medicine at Vanderbilt University School of Medicine. 
    Coverage will become more expensive for others who remain in a marketplace plan: The typical family of four with income of $65,000 will pay $2,400 more per year without the enhanced premium tax credit, CBPP estimates.

    Adding red tape to eligibility, enrollment

    More than 3 million people are expected to lose Affordable Care Act coverage as a result of other provisions in the House legislation, CBO projects.
    Other “big” changes include broad adjustments to eligibility, said Kent Smetters, professor of business economics and public policy at the University of Pennsylvania’s Wharton School. 
    For example, the bill shortens the annual open enrollment period by about a month, to Dec. 15, instead of Jan. 15 in most states. 
    It ends automatic re-enrollment into health insurance — used by more than half of people who renewed coverage in 2025 — by requiring all enrollees to take action to continue their coverage each year, CBPP said.

    Senate Majority Leader Sen. John Thune (R-SD) (C) speak alongside Sen. John Barrasso (R-WY) (L) and Sen. Mike Crapo (R-ID) (R) outside the White House on June 4, 2025. The Senators met with President Donald Trump to discuss Trump’s “One, Big, Beautiful Bill” and the issues some members within the Republican Senate have with the legislation and its cost.
    Anna Moneymaker | Getty Images News | Getty Images

    The bill also bars households from receiving subsidies or cost-sharing reductions until after they verify eligibility details like income, immigration status, health coverage status and place of residence, according to KFF.
    Graves says adding administrative red tape to health plans is akin to driving an apple cart down a bumpy road. 
    “The bumpier you make the road, the more apples will fall off the cart,” he said. 

    Uncapping subsidy repayments

    Another biggie: The bill would eliminate repayment caps for premium subsidies. 
    Households get federal subsidies by estimating their annual income for the year, which dictates their total premium tax credit. They must repay any excess subsidies during tax season, if their annual income was larger than their initial estimate. 
    Current law caps repayment for many households; but the House bill would require all premium tax credit recipients to repay the full amount of any excess, no matter their income, according to KFF.
    While such a requirement sounds reasonable, it’s unreasonable and perhaps even “cruel” in practice, said KFF’s Altman.
    “Income for low-income people can be volatile, and many Marketplace consumers are in hourly wage jobs, run their own businesses, or stitch together multiple jobs, which makes it challenging, if not impossible, for them to perfectly predict their income for the coming year,” he wrote. 

    Curtailing use by immigrants

    The House bill also limits marketplace insurance eligibility for some groups of legal immigrants, experts said. 
    Starting Jan. 1, 2027, many lawfully present immigrants such as refugees, asylees and people with Temporary Protected Status would be ineligible for subsidized insurance on ACA exchanges, according to KFF.
    Additionally, the bill would bar Deferred Action for Childhood Arrivals recipients in all states from buying insurance over ACA exchanges.
    DACA recipients — a subset of the immigrant population known as “Dreamers” — are currently considered “lawfully present” for purposes of health coverage. That makes them eligible to enroll (and get subsidies and cost-sharing reductions) in 31 states plus the District of Columbia. More

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    Long-awaited Trump-Xi call isn’t enough to resolve looming critical mineral shortage this summer

    A high-stakes U.S.-China call has yet to resolve a rare earth metals shortage.
    Businesses say the shortage could halt production of cars and other industrial parts this summer.
    Only some Chinese suppliers of U.S. companies have received six-month export licenses.

    Chinese and U.S. flags flutter near The Bund, before U.S. trade delegation meet their Chinese counterparts for talks in Shanghai, China July 30, 2019.
    Aly Song | Reuters

    BEIJING — A high-stakes call between the U.S. and Chinese presidents on Thursday has yet to resolve a global shortage of rare earth exports that businesses say could halt production of cars and other industrial parts this summer.
    Rare earths, along with a broader group of critical minerals, are used in weapons, cars and other high-tech products. China has come to dominate the mining and production of those metals, and over the last two years has gradually started to restrict international sales.

    In early April, China announced new export controls on seven rare earth elements. Unlike other measures, Beijing did not specify whether they were a response to heightened U.S. tensions.
    After both sides reached their breakthrough trade agreement on May 12, China’s Commerce Ministry said on the same day that it held a meeting to strengthen export controls on critical minerals.  There was no broad rollback of the restrictions on seven rare earths.
    This development came as a surprise to many in Washington, who had expected a repeal of the rare earths restrictions, since the trade agreement had said both countries would suspend most tariffs and roll back countermeasures for 90 days.

    But so far, only some Chinese suppliers of U.S. companies have received six-month export licenses for rare earths, the American Chamber of Commerce in China said Friday, citing a survey of members from May 23 to 28.
    Among respondents affected by rare earths controls, 75% said their existing supplies would run out within three months, the survey said. The controls mostly affected sectors involving research and development, resources, industrial and tech, but not consumer or services companies, the survey showed.

    While China did not mention rare earths in its readout of Chinese President Xi Jinping’s call with U.S. President Donald Trump, the long-awaited conversation itself signaled that both countries would continue to talk, following accusations from both sides of violating the trade agreement.

    “I think we’re in very good shape with China and the trade deal,” Trump told reporters following Thursday’s call. “We have a deal with China, as you know, but we were straightening out some of the points having to do mostly with rare earth magnets and some other things.”
    He did not elaborate. But Trump said U.S. Treasury Secretary Scott Bessent, Commerce Secretary Howard Lutnick and U.S. Trade Representative Jamieson Greer would meet their Chinese counterparts at an unspecified time.
    Further trade talks will likely bring the U.S. and China back to where things stood earlier this year, with limited tariffs, Jianwei Xu, senior economist at Natixis, said Friday. He said China could accelerate some rare earths export approvals for commercial use, in return for the U.S. easing its restrictions on some tech exports to China.
    “I think both China and the U.S. have figured out that each other’s immediate weaknesses are not so much about tariffs, but more about non-tariff issues, especially in tech and rare earths,” Xu said.

    Not just the U.S.

    The impact of China’s restrictions on rare earths extends beyond U.S. companies.
    Several European auto parts companies have already had to stop production, industry association CLEPA said Wednesday. It warned of more widespread impact in coming weeks, and said China has only approved about 25% of “hundreds of export license applications” that were submitted.
    China has recently appeared to ease some export controls, albeit to some European companies, the European Union Chamber of Commerce in China said Friday. But it warned that it was insufficient to “prevent severe supply chain disruptions for many companies.”
    “Our members are still struggling with the export licence approval process, due to both the time it takes and the lack of transparency, and this is now negatively impacting production lines in Europe and other countries,” European Chamber President Jens Eskelund said in a statement.

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    Japanese automaker Suzuki Motor briefly suspended production of its Swift car due to China’s rare earth curbs, Reuters reported Thursday, citing two unnamed sources, with manufacturing expected to partially resume on June 13. A Suzuki Motor spokesperson was not immediately available to comment when contacted by CNBC.
    “China’s export control measures are consistent with universal practices. Such measures are non-discriminatory and not targeted at any particular country,” China’s Foreign Ministry Spokesperson Lin Jian said in response to a question about the Japanese automaker on Thursday, according to an official English-language transcript.
    That echoed Ministry of Commerce Spokesperson He Yongqiang’s response to a question last week on Chinese companies restricting sales of a critical mineral stored outside the country at the Netherlands’ Rotterdam port.
    She added during a separate press conference Thursday that China would approve applications for export licenses in line with its regulations, and to “promote convenient and compliant trade.” That’s according to a CNBC translation of the Chinese.

    Increasing export controls

    China’s restrictions on critical minerals have accelerated in the last several months.
    Following export controls in Aug. 2023 on gallium and germanium, two metals used in chipmaking, China, a year later, then announced similar restrictions on exports of antimony, which is used in bullets, nuclear weapons production and lead-acid batteries. It can also strengthen other metals.
    A few months later, China released a broader policy that tightened restrictions on exports of products that could have both civilian and military use. The export controls cover metals such as tungsten that the U.S. has deemed critical.
    Tungsten is nearly as hard as a diamond, and is used in weapons, semiconductors and industrial cutting machines. 
    There are about 300 grams (10.6 ounces) of tungsten in the average car, the majority of which is lost even with recycling, said Martin Hotwagner, market analyst at Austria-based Steel & Metal Market Research. As supplies run low, he expects Western companies will likely run out of tungsten later this summer.
    — CNBC’s Sam Meredith contributed to this report. More