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NASA wants to put a nuclear reactor on the Moon by 2030 – choosing where is tricky

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Last Updated on October 5, 2025 by Daily News Staff

nuclear reactor on the Moon
Several missions have already attempted to land on the lunar surface in 2025, with more to come.
AP Photo

NASA wants to put a nuclear reactor on the Moon by 2030 – choosing where is tricky

Clive Neal, University of Notre Dame

In a bold, strategic move for the U.S., acting NASA Administrator Sean Duffy announced plans on Aug. 5, 2025, to build a nuclear fission reactor for deployment on the lunar surface in 2030. Doing so would allow the United States to gain a foothold on the Moon by the time China plans to land the first taikonaut, what China calls its astronauts, there by 2030.

Apart from the geopolitical importance, there are other reasons why this move is critically important. A source of nuclear energy will be necessary for visiting Mars, because solar energy is weaker there. It could also help establish a lunar base and potentially even a permanent human presence on the Moon, as it delivers consistent power through the cold lunar night.

As humans travel out into the solar system, learning to use the local resources is critical for sustaining life off Earth, starting at the nearby Moon. NASA plans to prioritize the fission reactor as power necessary to extract and refine lunar resources.

As a geologist who studies human space exploration, I’ve been mulling over two questions since Duffy’s announcement. First, where is the best place to put an initial nuclear reactor on the Moon, to set up for future lunar bases? Second, how will NASA protect the reactor from plumes of regolith – or loosely fragmented lunar rocks – kicked up by spacecraft landing near it? These are two key questions the agency will have to answer as it develops this technology.

Where do you put a nuclear reactor on the Moon?

The nuclear reactor will likely form the power supply for the initial U.S.-led Moon base that will support humans who’ll stay for ever-increasing lengths of time. To facilitate sustainable human exploration of the Moon, using local resources such as water and oxygen for life support and hydrogen and oxygen to refuel spacecraft can dramatically reduce the amount of material that needs to be brought from Earth, which also reduces cost.

In the 1990s, spacecraft orbiting the Moon first observed dark craters called permanently shadowed regions on the lunar north and south poles. Scientists now suspect these craters hold water in the form of ice, a vital resource for countries looking to set up a long-term human presence on the surface. NASA’s Artemis campaign aims to return people to the Moon, targeting the lunar south pole to take advantage of the water ice that is present there.

A close-up shot of the Moon's surface, with the left half covered in shadow, and the right half visible, with gray craters. Tiny blue dots in the center indicate PSRs.
Dark craters on the Moon, parts of which are indicated here in blue, never get sunlight. Scientists think some of these permanently shadowed regions could contain water ice.
NASA’s Goddard Space Flight Center

In order to be useful, the reactor must be close to accessible, extractable and refinable water ice deposits. The issue is we currently do not have the detailed information needed to define such a location.

The good news is the information can be obtained relatively quickly. Six lunar orbital missions have collected, and in some cases are still collecting, relevant data that can help scientists pinpoint which water ice deposits are worth pursuing.

These datasets give indications of where either surface or buried water ice deposits are. It is looking at these datasets in tandem that can indicate water ice “hot prospects,” which rover missions can investigate and confirm or deny the orbital observations. But this step isn’t easy.

Luckily, NASA already has its Volatiles Investigating Polar Exploration Rover mission built, and it has passed all environmental testing. It is currently in storage, awaiting a ride to the Moon. The VIPER mission can be used to investigate on the ground the hottest prospect for water ice identified from orbital data. With enough funding, NASA could probably have this data in a year or two at both the lunar north and south poles.

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The VIPER rover would survey water at the south pole of the Moon.

How do you protect the reactor?

Once NASA knows the best spots to put a reactor, it will then have to figure out how to shield the reactor from spacecraft as they land. As spacecraft approach the Moon’s surface, they stir up loose dust and rocks, called regolith. It will sandblast anything close to the landing site, unless the items are placed behind large boulders or beyond the horizon, which is more than 1.5 miles (2.4 kilometers) away on the Moon.

Scientists already know about the effects of landing next to a pre-positioned asset. In 1969, Apollo 12 landed 535 feet (163 meters) away from the robotic Surveyor 3 spacecraft, which showed corrosion on surfaces exposed to the landing plume. The Artemis campaign will have much bigger lunar landers, which will generate larger regolith plumes than Apollo did. So any prepositioned assets will need protection from anything landing close by, or the landing will need to occur beyond the horizon.

Until NASA can develop a custom launch and landing pad, using the lunar surface’s natural topography or placing important assets behind large boulders could be a temporary solution. However, a pad built just for launching and landing spacecraft will eventually be necessary for any site chosen for this nuclear reactor, as it will take multiple visits to build a lunar base. While the nuclear reactor can supply the power needed to build a pad, this process will require planning and investment.

Human space exploration is complicated. But carefully building up assets on the Moon means scientists will eventually be able to do the same thing a lot farther away on Mars. While the devil is in the details, the Moon will help NASA develop the abilities to use local resources and build infrastructure that could allow humans to survive and thrive off Earth in the long term.

Clive Neal, Professor of Civil and Environmental Engineering and Earth Sciences, University of Notre Dame

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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Nature

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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