Space and Tech
Astronauts can get motion sick while splashing back down to Earth – virtual reality headsets could help them stay sharp
Spaceflight induces motion sickness due to discrepancies between brain expectations and actual gravitational experiences. While astronauts initially cope with space motion sickness, they may face terrestrial readaptation motion sickness upon return. Visual sensory manipulation techniques may offer non-pharmaceutical solutions to this issue.
Last Updated on October 25, 2025 by Daily News Staff
Astronauts can get motion sick while splashing back down to Earth
Taylor Lonner, University of Colorado Boulder and Torin Clark, University of Colorado Boulder
When learning about the effects of spaceflight on human health, you typically will hear about the dangers of radiation, bone density loss and changes in eyesight. While these long-term risks are important, a less frequently discussed concern is motion sickness.
As a child, one of us (Taylor) was highly prone to motion sickness – whether in the backseat of a car, sitting on a train or riding a bus. At the time, she considered it a cruel twist of fate, but as an adult – and a scientist to boot – Taylor can tell you with confidence that it was entirely her fault.
You see, like most children during long car rides, Taylor would get bored. So, to combat this boredom, she would either read a book or play on her Gameboy. She would stare down at whatever form of entertainment was in her lap that day until the familiar creeping sensation of nausea developed.
Sometimes, looking out the side window would help, but more often than not, Taylor’s dad would have to pull over at the next gas station for a short break, or else they’d all suffer the consequences.
Now, she understands what was happening on a more fundamental level. As children, you are taught about the five senses: sight, hearing, smell, taste and touch. However, there is a hidden sixth sense that helps your body understand how you are moving – the vestibular system. The brain takes information from all these senses and compares it to what it might expect when moving, based on past experiences.
Optimally, any disagreement between your vestibular senses and your brain’s expectations would be small. But when there are large, sustained conflicts, you get sick.
While reading in the car, Taylor was staring at nonmoving words on a page while her vestibular system told her brain she was traveling down a road. This discrepancy confused her brain since usually, when Taylor felt movement, she should see the world shifting around her in the same way – hence her motion sickness. Had she been looking out the window and watching the world pass by, she would have been fine. Even better, had she been in the front seat, she would have been able to see the road ahead and predict how she would move in the future.
The sensory conflict between what you experience and what your brain expects doesn’t cause only carsickness. It is also the leading suspect behind cybersickness from using virtual reality headsets, seasickness on ships and spaceflight-driven motion sickness. Our team of aerospace engineers is particularly interested in the latter.
Motion sickness during spaceflight
To date, all astronauts have grown up on Earth. So, their brains expect any motion cues to include the presence of Earth’s gravity. But when they get to orbit in space, that is no longer the case.
When in orbit around Earth in microgravity, the vestibular system does not have any gravitational input. The conflict between the brain’s expectation of Earth’s gravity and the reality of no gravity causes space motion sickness.
Thankfully, the brain’s expectations can change over time, after enough exposure to a new environment. Often referred to as “getting your sea legs” in the nautical community, astronauts also eventually overcome space motion sickness while in space. However, overcoming it introduces another problem when they return.
If an astronaut’s brain expects microgravity, what happens when they come back to Earth? As you might expect, the process starts again, and astronauts are now prone to terrestrial readaptation motion sickness. To make matters worse, since the retirement of the space shuttle, crew vehicles frequently land in the water, which means astronauts may deal with choppy waves until their capsule is recovered. Seasickness can potentially exacerbate terrestrial readaptation motion sickness.
These conditions are not rare. Over half of all astronauts experience some symptoms of space motion sickness when they first get to space, and terrestrial readaptation motion sickness occurs at a similar incidence rate when they come back down.
Dangers to astronauts
If you have ever experienced motion sickness, you know how hard it is to do anything other than close your eyes and take deep breaths to expel the creeping urge to vomit. As a passenger in a car, that may be OK, since you aren’t expected to jump into action at a moment’s notice. But while isolated on the water in a return capsule, astronauts need to remain focused and clearheaded. In case of an emergency, they’ll need to respond rapidly.
If the astronauts need to get out of the capsule prior to pickup up by the recovery team, any motion sickness they have could delay their response time and impede evacuation attempts.
Potential solutions
Presently, most astronauts rely on medication that interrupts the brain’s ability to use hormones to trigger motion sickness. However, as with many commercial products, these drugs can cause side effects such as drowsiness and can lose efficacy over time.
Our research team completed two experiments to investigate how we might be able to manipulate visual information to mitigate motion sickness in astronauts, without relying on pharmaceuticals.
Our participants were exposed to motions meant to simulate transitions between gravity environments and then ocean wavelike motion. During the hour of wavelike motion, we investigated whether a “virtual window” could reduce the incidence of motion sickness.
When in a capsule on the ocean, astronauts are strapped into their seats and likely cannot see out of the small windows built into the capsule. In place of windows, we used virtual reality headsets to create a full-view virtual window.
In our control group, the subjects received no visual cues of motion – akin to Taylor’s poorly advised backseat reading. Meanwhile, one countermeasure group got to see a visual scene that moved naturally with their motion, like looking out the side window of the car at the surrounding world. The other countermeasure group saw a scene that moved appropriately and was provided an overlay showing future motion, like looking out the front window and seeing the road ahead. https://www.youtube.com/embed/X3Aijwo_diU?wmode=transparent&start=0 The device moving in a wavelike motion.
As expected, the group with no cues of motion got the sickest. Two-thirds of the subjects needed to stop prior to finishing an hour of wavelike motion, due to excessive nausea. Only about one-fifth of the group that was given the side window view needed to stop early. Only one-tenth of the front window group that received present and future visual cues dropped out.
These results mean that by tracking the capsule motion and projecting it on a headset for the astronauts inside, our team may be able to reduce debilitating motion sickness by roughly half. If we could figure out how to predict how the capsule would move, we could give them that front window experience and improve the landing even more. In case of emergency, they could always take off the headsets.
This work shows promise for motion sickness interventions that do not rely on pharmaceuticals, which are currently used to combat these effects. Our solutions don’t have the same concerns around shelf life, stability or side effects. In addition to the benefits for astronauts, such approaches could help those prone to motion sickness here on Earth, particularly in scenarios where looking out the front window at the road isn’t feasible, such as on planes, trains, buses or high-speed transportation.
Taylor Lonner, Ph.D. Candidate in Aerospace Engineering, University of Colorado Boulder and Torin Clark, Associate Professor of Aerospace Engineering, University of Colorado Boulder
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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FAA Certifies Boeing 737-7: What It Means for Airlines and the 737 MAX Program
The FAA has certified Boeing’s new 737-7, clearing the smallest 737 MAX variant for service as Boeing and Southwest prepare for first deliveries.
The U.S. Federal Aviation Administration has certified Boeing’s new 737-7, granting the company an amended type certificate that clears the smallest member of the 737 MAX family for commercial service. The milestone closes a multi-year certification effort and puts the focus on execution: Boeing and launch customer Southwest Airlines say preparations are underway to support first deliveries.
For STM Daily News readers, the headline isn’t just “another plane gets approved.” It’s a signal that Boeing has now cleared a key MAX variant designed for long-range flexibility in a smaller footprint—an aircraft type airlines can use to open or defend routes where demand is strong, but not strong enough to justify a larger narrowbody.
What FAA certification means
An amended type certificate means the FAA has approved the 737-7’s design as compliant with commercial aviation regulations. In practical terms, certification allows airlines to place the aircraft into revenue service once deliveries begin and operator-specific steps—training, manuals, maintenance programs, and entry-into-service planning—are completed.
Boeing also said the FAA updated Boeing Production Certificate No. 700 (PC 700) to include the 737-7, supporting production and delivery activities.
Why the 737-7 matters in the MAX lineup
Boeing positions the 737-7 as the smallest and longest-range member of the 737 MAX family. The company says it typically seats 135 to 160 passengers in a two-class configuration and offers a range of up to 3,800 nautical miles (7,040 km). That combination matters because it gives airlines more options to fly longer “thin” routes—markets where frequency and reach matter more than packing in additional seats.
Boeing also highlights performance for operations out of high-altitude airports and in hot climates, where takeoff performance and payload-range tradeoffs can shape fleet decisions.
Efficiency claims: fuel, emissions, and noise
Boeing says the 737-7, like other 737 MAX jets, reduces fuel use and CO2 emissions by 20% and cuts the noise footprint by 50% compared to the airplanes it typically replaces. For airlines, those improvements typically show up in two ways:
- Route economics: lower fuel burn can improve margins on longer sectors and reduce exposure to fuel-price swings.
- Operational constraints: quieter aircraft can help with airport noise requirements and community pressure, while lower emissions support sustainability targets.
Inside the certification effort
Boeing said the certification program began in 2018 and included more than 1,000 hours of flight and ground testing, extensive system safety analysis, and human factors reviews. The company also noted an updated engine anti-ice system to address a potential condition discovered during flight testing.
Boeing Commercial Airplanes President and CEO Stephanie Pope called the certification “important” validation of the airplane’s design and the work of the MAX development team. Mike Sinnett, senior vice president of Product Strategy, Product Development and Development Programs, said Boeing held regular discussions with the FAA and that the process has sharpened the company’s understanding of current regulatory requirements—knowledge Boeing expects will accelerate future development with a renewed emphasis on human factors, safety, and quality.
What to watch next
With certification complete, the next phase is about delivery timing and real-world deployment.
- First deliveries to Southwest: Boeing and Southwest are preparing for delivery of the first airplane, including updates to final configuration.
- Production stability: certification removes a major hurdle, but supply chain health and production cadence will determine how quickly the 737-7 shows up in airline schedules.
- The 737-10 timeline: Boeing reiterated it is working to certify the 737-10 this year, keeping attention on how quickly the final MAX variant clears regulatory review.
The bigger MAX picture
Boeing said the 737 MAX family order book stands at more than 7,200 airplanes, with more than 2,300 delivered through the end of June 2026. The 737-7’s certification adds another deliverable product to that portfolio—one aimed at airlines that want long range without stepping up to a larger gauge.
Bottom line
FAA certification of the 737-7 is a meaningful milestone for Boeing and for airlines looking for a smaller narrowbody with long-range capability. The real test now is operational: turning certification into on-time deliveries and reliable entry into service—while the industry watches Boeing’s push to certify the 737-10.
Related Links
- Boeing 737 MAX family overview (manufacturer background/specs): https://www.boeing.com/commercial/737max/
- FAA Aircraft Certification (how type certification works): https://www.faa.gov/aircraft/air_cert/
- FAA Airworthiness Directives (regulatory actions database): https://www.faa.gov/regulations_policies/airworthiness_directives
- Southwest Airlines newsroom (launch customer context / fleet updates): https://www.swamedia.com/
- Boeing Commercial Airplanes newsroom (for follow-ups and official updates): https://boeing.mediaroom.com/news-releases?item=130821
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Source:
Boeing (PRNewswire), Aug. 3, 2026 — “U.S. FAA certifies new Boeing 737-7 airplane.”
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Joby Aviation and Toyota kick off manufacturing alliance to scale electric air taxi production
Joby Aviation and Toyota launch a joint venture to improve productivity, quality, and cost as they prepare to scale electric air taxi production.
Joby Aviation and Toyota Motor Corporation have launched the initial phase of a strategic manufacturing alliance aimed at accelerating commercial production of electric air taxis—an early step the companies say is designed to make “air mobility for all” a practical, everyday reality.
Announced June 30, 2026, the partnership formalizes a new joint venture that will combine Joby’s electric aviation development with Toyota’s production systems and operational expertise. The near-term focus: building the groundwork for commercial production while pushing improvements in productivity, quality, and cost—key factors as the industry moves from prototypes to scaled manufacturing.
What the joint venture is designed to do
According to the companies, the alliance will initially concentrate on:
- Establishing the foundation for commercial production capability
- Advancing manufacturing excellence with an emphasis on productivity, quality, and cost
- Supporting expansion of Joby’s production capacity as it works toward aircraft certification and prepares for anticipated demand
The announcement positions Toyota’s manufacturing playbook—known globally for lean production and continuous improvement—as a lever to help Joby move from development into repeatable, high-quality output at scale.
Why it matters: eVTOLs need scale, not just flight tests
Electric vertical take-off and landing (eVTOL) aircraft have become one of the most closely watched bets in next-generation transportation, but the path to viable air taxi services depends on more than successful test flights. Certification timelines, supply chain readiness, and the ability to produce aircraft consistently (and affordably) are often what separates promising technology from commercial reality.
By forming a joint venture focused on manufacturing readiness, Joby and Toyota are signaling that the next competitive frontier is industrialization—how quickly and reliably eVTOL aircraft can be built to meet safety standards and market demand.
Related Links for Further reading
- Joby Aviation (official): https://www.jobyaviation.com
- Joby Investor Relations / News (official updates & filings): https://ir.jobyaviation.com
- Toyota Newsroom (official): https://www.toyotanewsroom.com
- Toyota Global (corporate overview): https://global.toyota/en
- FAA Advanced Air Mobility / Air Taxis (context): https://www.faa.gov/air-taxis
What executives are saying
Joby founder and CEO JoeBen Bevirt emphasized the long-running relationship between the companies, calling the joint venture a reflection of shared confidence in the opportunity ahead.
“Toyota has been by Joby’s side for nearly a decade, providing invaluable guidance and support as we built the foundation for manufacturing our aircraft,” Bevirt said. “Together, we share a vision of making aerial mobility an everyday reality.”
Toyota Motor Corporation Chairman Akio Toyoda framed air mobility as an extension of the company’s broader mission.
“Since our founding, we’ve been guided by the philosophy of providing mobility for all,” Toyoda said, adding that Toyota views air mobility as “a natural extension of that philosophy—from the ground into the sky.”
About the companies
Joby Aviation (NYSE: JOBY) is a California-based transportation company developing an all-electric eVTOL air taxi. The company intends to operate its own air taxi service in cities worldwide and sell aircraft to other operators and partners.
Toyota (NYSE: TM) has operated in North America for nearly 70 years and says it is focused on sustainable, next-generation mobility through Toyota and Lexus brands. Toyota reports nearly 64,000 employees in North America, 14 manufacturing plants, and more than 1,800 dealerships. The company also noted that its North Carolina plant began assembling automotive batteries for electrified vehicles in 2025.
What to watch for next
For readers tracking the air taxi sector, the next milestones will likely center on:
- Details on how the joint venture will be structured operationally
- Updates on Joby’s certification progress and production ramp timelines
- Signs of how manufacturing improvements translate into cost reductions and throughput
- Additional agreements or expanded collaboration as the alliance progresses
While the companies highlighted expected benefits, they also noted the usual forward-looking risks—such as regulatory certification timelines, market conditions, and the ability to finalize additional agreements.
Source: Toyota Motor North America / PRNewswire (June 30, 2026)
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From Hand Signals to Smart Crosswalks: The Evolution of the Modern Pedestrian Signal
Discover the history of the modern pedestrian signal, from Garrett A. Morgan’s groundbreaking traffic signal to today’s smart, accessible crosswalks.
Last Updated on July 12, 2026 by Daily News Staff
Every day, millions of people rely on pedestrian signals to cross busy street safely. A glowing white walking figure, an orange-red hand, and a countdown timer have become familiar sights around the world. While these signals may seem like simple pieces of infrastructure, they are the result of more than a century of innovation, engineering, and public safety improvements.
The modern pedestrian signal did not appear overnight. Instead, it evolved through the contributions of inventors, engineers, city planners, and transportation officials who continually refined traffic control systems as cities grew and automobiles became more common.
The Early Days of Traffic Control
Before electric traffic signals, intersections were controlled by police officers, railway-style semaphores, or even hand signals. As horse-drawn wagons gave way to automobiles in the early 1900s, traffic congestion and accidents increased dramatically, creating an urgent need for better traffic management.
One of the earliest electric traffic lights was installed in Cleveland, Ohio, in 1914. It used red and green lights and was manually operated. While it improved vehicle movement, pedestrians still had to judge for themselves when it was safe to cross.
Garrett A. Morgan’s Breakthrough
One of the most important milestones came in 1923 when inventor and entrepreneur Garrett Augustus Morgan received U.S. Patent No. 1,475,024 for an improved traffic signal.
Morgan’s design introduced a third position in addition to “Stop” and “Go.” This intermediate phase temporarily stopped traffic in every direction before allowing vehicles to proceed. The brief pause reduced confusion at intersections and provided additional time for pedestrians to cross safely.
Morgan reportedly developed his design after witnessing a serious traffic accident. His invention demonstrated how thoughtful engineering could improve public safety while making increasingly busy streets more efficient.
Although Morgan did not invent the illuminated “WALK” and “DON’T WALK” pedestrian signal used today, his three-position signal became a foundational step in the evolution of modern traffic control.
The Birth of Dedicated Pedestrian Signals
As cities expanded after World War II, pedestrian safety became an even greater concern. More people were walking in increasingly crowded downtown districts, and separating pedestrian movements from vehicle traffic became a priority.
During the early 1950s, several American cities began experimenting with dedicated pedestrian signals. New York City became one of the first major municipalities to install illuminated “WALK” and “DON’T WALK” signs at busy intersections.
These early systems gave pedestrians their own designated crossing phase, reducing conflicts with turning vehicles and improving safety at some of the nation’s busiest intersections.
Standardization Across America
By the 1960s and 1970s, traffic engineers recognized the importance of creating consistent traffic control devices nationwide.
The Manual on Uniform Traffic Control Devices (MUTCD) established national standards for traffic signs, pavement markings, and pedestrian signals. Standardized designs helped ensure that pedestrians could understand crossing signals regardless of where they traveled in the United States.
Eventually, words gave way to internationally recognized symbols—a walking person to indicate it was safe to cross and an upraised hand to indicate pedestrians should wait. These symbols transcended language barriers and improved accessibility for visitors and non-English speakers.
The Countdown Era
One of the most significant modern improvements arrived with pedestrian countdown timers.
Rather than simply flashing a warning, countdown displays show exactly how many seconds remain before the crossing phase ends. Research has shown that countdown timers help pedestrians make better crossing decisions and improve compliance with traffic signals.
Today, countdown timers have become standard equipment at intersections across much of the United States.
Accessibility Takes Center Stage
Modern pedestrian signals are designed to serve everyone.
Accessible Pedestrian Signals (APS) now provide audible tones, spoken messages, vibrating push buttons, and locator sounds that assist pedestrians who are blind or have low vision. These features allow more people to navigate intersections independently and safely.
The continued development of accessible technology reflects a broader commitment to making transportation systems inclusive for all users.
The Future of Pedestrian Safety
Pedestrian signals continue to evolve.
Many cities now use smart traffic systems that detect pedestrians waiting to cross, automatically adjust signal timing based on traffic conditions, and prioritize people walking during busy periods.
Researchers are exploring artificial intelligence, connected vehicle technology, and sensor-based systems capable of communicating directly with autonomous vehicles. Future pedestrian crossings may adapt in real time to weather conditions, crowd sizes, emergency vehicles, and even the needs of older adults or individuals with disabilities.
A Legacy Built by Many Innovators
The pedestrian signal we know today is the product of more than a century of collaboration and innovation.
Early traffic engineers created the first electric traffic lights. Garrett A. Morgan improved intersection safety with his groundbreaking three-position traffic signal. Transportation agencies standardized traffic control devices, while engineers continued refining pedestrian technology through countdown timers, accessible features, and intelligent traffic systems.
Every safe crossing today reflects the work of countless inventors, planners, researchers, and public officials dedicated to protecting lives.
As cities continue to grow and transportation technology advances, the humble pedestrian signal remains one of the most effective—and often overlooked—public safety innovations ever developed.
At STM Daily News, we celebrate the inventors, engineers, and visionaries whose everyday innovations quietly improve life for millions of people. Sometimes the most important inventions aren’t the ones that grab headlines—they’re the ones we depend on every single day without giving them a second thought.
Related Reading
- Federal Highway Administration – Manual on Uniform Traffic Control Devices (MUTCD)
- National Museum of African American History and Culture – Garrett Augustus Morgan
- United States Patent and Trademark Office
- Federal Highway Administration – Accessible Pedestrian Signals
- National Highway Traffic Safety Administration (NHTSA)
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