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Early visions of Mars: Meet the 19th-century astronomer who used science fiction to imagine the red planet

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Last Updated on June 10, 2025 by Daily News Staff

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Camille Flammarion’s work imagined what might exist beyond Earth in the universe.
Three Lions/Hulton Archive via Getty Images

Matthew Shindell, Smithsonian Institution

Living in today’s age of ambitious robotic exploration of Mars, with an eventual human mission to the red planet likely to happen one day, it is hard to imagine a time when Mars was a mysterious and unreachable world. And yet, before the invention of the rocket, astronomers who wanted to explore Mars beyond what they could see through their telescopes had to use their imaginations.

As a space historian and author of the book “For the Love of Mars: A Human History of the Red Planet,” I’ve worked to understand how people in different times and places imagined Mars.

The second half of the 19th century was a particularly interesting time to imagine Mars. This was a period during which the red planet seemed to be ready to give up some of its mystery. Astronomers were learning more about Mars, but they still didn’t have enough information to know whether it hosted life, and if so, what kind.

With more powerful telescopes and new printing technologies, astronomers began applying the cartographic tools of geographers to create the first detailed maps of the planet’s surface, filling it in with continents and seas, and in some cases features that could have been produced by life. Because it was still difficult to see the actual surface features of Mars, these maps varied considerably.

During this period, one prominent scientist and popularizer brought together science and imagination to explore the possibilities that life on another world could hold.

Camille Flammarion

A black-and-white portrait of a man with bushy hair and a beard.
The 19th-century astronomer and writer Camille Flammarion.
Av Ukjent/The New York Public Library Digital Collections

One imaginative thinker whose attention was drawn to Mars during this period was the Parisian astronomer Camille Flammarion. In 1892, Flammarion published “The Planet Mars,” which remains to this day a definitive history of Mars observation up through the 19th century. It summarized all the published literature about Mars since the time of Galileo in the 17th century. This work, he reported, required him to review 572 drawings of Mars.

Like many of his contemporaries, Flammarion concluded that Mars, an older world that had gone through the same evolutionary stages as Earth, must be a living world. Unlike his contemporaries, he insisted that Mars, while it might be the most Earth-like planet in our solar system, was distinctly its own world.

It was the differences that made Mars interesting to Flammarion, not the similarities. Any life found there would be evolutionarily adapted to its particular conditions – an idea that appealed to the author H.G. Wells when he imagined invading Martians in “The War of the Worlds.”

A vintage map showing oceans and continents on Mars.
An illustrated plate from ‘Astronomie Populaire – Description Generale du Ciel’ by Camille Flammarion. This map of Mars shows continents and oceans. In this, his best-selling epic work, Flammarion speculated that Mars was ‘an earth almost similar to ours [with] water, air, showers, brooks and fountains. This is certainly a place little different from that which we inhabit.’
Science & Society Picture Library via Getty Images

But Flammarion also admitted that it was difficult to pin down these differences, as “the distance is too great, our atmosphere is too dense, and our instruments are not perfect enough.” None of the maps he reviewed could be taken literally, he lamented, because everyone had seen and drawn Mars differently.

Given this uncertainty about what had actually been seen on Mars’ surface, Flammarion took an agnostic stance in “The Planet Mars” as to the specific nature of life on Mars.

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He did, however, consider that if intelligent life did exist on Mars, it would be more ancient than human life on Earth. Logically, that life would be more perfect — akin to the peaceful, unified and technologically advanced civilization he predicted would come into being on Earth in the coming century.

“We can however hope,” he wrote, “that since the world of Mars is older than our own, its inhabitants may be wiser and more advanced than we are. Undoubtedly it is the spirit of peace which has animated this neighboring world.”

A vintage photo of rocky terrain intersected by canals.
A plate from ‘Les Terres du Ciel’ (The Worlds of the Sky) written by Camille Flammarion. The plate is an artist’s impression of how canals on Mars might have looked.
Science & Society Picture Library via Getty Images

But as Flammarion informed his readers, “the Known is a tiny island in the midst of the ocean of the Unknown,” a point he often underscored in the more than 70 books he published in his lifetime. It was the “Unknown” that he found particularly tantalizing.

Historians often describe Flammarion more as a popularizer than a serious scientist, but this should not diminish his accomplishments. For Flammarion, science wasn’t a method or a body of established knowledge. It was the nascent core of a new philosophy waiting to be born. He took his popular writing very seriously and hoped it could turn people’s minds toward the heavens.

Imaginative novels

Without resolving the planet’s surface or somehow communicating with its inhabitants, it was premature to speculate about what forms of life might exist on Mars. And yet, Flammarion did speculate — not so much in his scientific work, but in a series of novels he wrote over the course of his career.

In these imaginative works, he was able to visit Mars and see its surface for himself. Unlike his contemporary, the science fiction author Jules Verne, who imagined a technologically facilitated journey to the Moon, Flammarion preferred a type of spiritual journey.

A vintage photograph of a man looking through a large telescope.
Camille Flammarion looking through the telescope at the Observatory at Juvisy-sur-Orge.
duncan1890/iStock via Getty Images Plus

Based on his belief that human souls after death can travel through space in a way that the living body cannot, Flammarion’s novels include dream journeys as well as the accounts of deceased friends or fictional characters.

In his novel “Urania” (1889), Flammarion’s soul visits Mars in a dream. Upon arrival, he encounters a deceased friend, George Spero, who has been reincarnated as a winged, luminous, six-limbed being.

“Organisms can no more be earthly on Mars than they could be aerial at the bottom of the sea,” Flammarion writes.

Later in the same novel, Spero’s soul visits Flammarion on Earth. He reveals that Martian civilization and science have progressed well beyond Earth, not only because Mars is an older world, but because the atmosphere is thinner and more suitable for astronomy.

Flammarion imagined that practicing and popularizing astronomy, along with the other sciences, had helped advance Martian society.

Flammarion’s imagined Martians lived intellectual lives untroubled by war, hunger and other earthly concerns. This was the life Flammarion wanted for his fellow Parisians, who had lived through the devastation of the Franco-Prussian war and suffered starvation and deprivation during the Siege of Paris and its aftermath.

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Today, Flammarion’s Mars is a reminder that imagining a future on Mars is as much about understanding ourselves and our societal aspirations as it is about developing the technologies to take us there.

Flammarion’s popularization of science was his means of helping his fellow Earth-bound humans understand their place in the universe. They could one day join his imagined Martians, which weren’t meant to be taken any more literally than the maps of Mars he analyzed for “The Planet Mars.” His world was an example of what life could become under the right conditions.

Matthew Shindell, Curator, Planetary Science and Exploration, Smithsonian Institution

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.

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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.

  1. First deliveries to Southwest: Boeing and Southwest are preparing for delivery of the first airplane, including updates to final configuration.
  2. 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.
  3. 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.

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Source:

Boeing (PRNewswire), Aug. 3, 2026 — “U.S. FAA certifies new Boeing 737-7 airplane.”

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What in the Heck Is a Sweat Bee? Turns Out, My Wife Wasn’t Making It Up

My wife Rebecca said she thought a sweat bee stung her. I thought she was making it up. Turns out, sweat bees are very real—and their strange name actually makes perfect sense.

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Firefly Gemini Flash A humorous yet photorealistic editorial image of a tiny metallic green sweat bee perc 453196 1
Sweat Bee on my wife’s arm. Image Credit: Adobe Firefly

It started with a conversation with my wife, Rebecca.

She mentioned that she thought she’d been stung by something called a sweat bee.”

My immediate reaction was basically:

“What in the heck is a sweat bee?”

I’ll admit it. For a moment, I thought she was making the whole thing up. 😂

A sweat bee? Really?

It sounded like one of those names somebody invents when they don’t know what actually stung them.

“It wasn’t a regular bee. It was a… uh… sweat bee!”

So naturally, I asked ChatGPT the same question: What in the heck is a sweat bee?

Well, Rebecca gets this round.

Sweat bees are absolutely real.

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And Yes, They’re Interested in Your Sweat

Sweat bees belong primarily to the Halictidae family, a large group of generally small bees found around the world.

Some are rather ordinary-looking little insects, while others are surprisingly flashy, sporting metallic shades of green, blue, bronze or gold.

But here’s where they earned that wonderfully unfortunate name.

Some sweat bees are attracted to human perspiration.

They’re not after you because they’re angry, and they’re certainly not tiny vampire bees. They’re interested in the salt and minerals in your sweat.

In other words, after you’ve been outside working, gardening, exercising or simply trying to survive a hot summer afternoon, a sweat bee may look at you and think:

“Hey! Free electrolytes!”

Wait…They Can Sting Too?

Unfortunately for Rebecca, there’s another part of her story that checks out.

Female sweat bees can sting.

They’re generally not aggressive and aren’t flying around looking for people to attack. But if one gets trapped against your skin, squeezed or swatted, it may defend itself.

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Their sting is generally considered relatively mild compared with those of many other bees and wasps—but “relatively mild” probably isn’t much consolation when you’re the person who just got stung.

So, Rebecca, I officially withdraw my skepticism.

Mostly.

Don’t Declare War on Them

As annoying as having a tiny bee land on your sweaty arm might be, sweat bees are actually beneficial insects.

They’re important pollinators, visiting wildflowers, garden plants and agricultural crops and carrying pollen from flower to flower.

So if one lands on you, gently brushing or blowing it away is probably a better idea than swatting it against your skin.

And that’s today’s unexpected nature lesson.

Sweat bees are real.

They really are attracted to sweat.

The females really can sting.

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And, perhaps most importantly…

My wife was right.

There. I said it.

I’m sure I’ll never hear the end of this one. 😂

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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.

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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.

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 Launch Initial Phase of a Strategic Manufacturing Alliance to Realize Air Mobility for All

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

  1. Joby Aviation (official): https://www.jobyaviation.com
  2. Joby Investor Relations / News (official updates & filings): https://ir.jobyaviation.com
  3. Toyota Newsroom (official): https://www.toyotanewsroom.com
  4. Toyota Global (corporate overview): https://global.toyota/en
  5. 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.

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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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