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Radioisotope generators − inside the ‘nuclear batteries’ that power faraway spacecraft

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Last Updated on May 1, 2025 by Daily News Staff

Radioisotope
Voyager 1, shown in this illustration, has operated for decades thanks to a radioisotope power system.
NASA via AP

Benjamin Roulston, Clarkson University

Powering spacecraft with solar energy may not seem like a challenge, given how intense the Sun’s light can feel on Earth. Spacecraft near the Earth use large solar panels to harness the Sun for the electricity needed to run their communications systems and science instruments.

However, the farther into space you go, the weaker the Sun’s light becomes and the less useful it is for powering systems with solar panels. Even in the inner solar system, spacecraft such as lunar or Mars rovers need alternative power sources.

As an astrophysicist and professor of physics, I teach a senior-level aerospace engineering course on the space environment. One of the key lessons I emphasize to my students is just how unforgiving space can be. In this extreme environment where spacecraft must withstand intense solar flares, radiation and temperature swings from hundreds of degrees below zero to hundreds of degrees above zero, engineers have developed innovative solutions to power some of the most remote and isolated space missions.

So how do engineers power missions in the outer reaches of our solar system and beyond? The solution is technology developed in the 1960s based on scientific principles discovered two centuries ago: radioisotope thermoelectric generators, or RTGs.

RTGs are essentially nuclear-powered batteries. But unlike the AAA batteries in your TV remote, RTGs can provide power for decades while hundreds of millions to billions of miles from Earth.

Nuclear power

Radioisotope thermoelectric generators do not rely on chemical reactions like the batteries in your phone. Instead, they rely on the radioactive decay of elements to produce heat and eventually electricity. While this concept sounds similar to that of a nuclear power plant, RTGs work on a different principle.

Most RTGs are built using plutonium-238 as their source of energy, which is not usable for nuclear power plants since it does not sustain fission reactions. Instead, plutonium-238 is an unstable element that will undergo radioactive decay.

Radioactive decay, or nuclear decay, happens when an unstable atomic nucleus spontaneously and randomly emits particles and energy to reach a more stable configuration. This process often causes the element to change into another element, since the nucleus can lose protons.

A graphic showing a larger atom losing a particle made of two protons and two neutrons and transforming into a smaller atom.
Plutonium-238 decays into uranium-234 and emits an alpha particle, made of two protons and two neutrons.
NASA

When plutonium-238 decays, it emits alpha particles, which consist of two protons and two neutrons. When the plutonium-238, which starts with 94 protons, releases an alpha particle, it loses two protons and turns into uranium-234, which has 92 protons.

These alpha particles interact with and transfer energy into the material surrounding the plutonium, which heats up that material. The radioactive decay of plutonium-238 releases enough energy that it can glow red from its own heat, and it is this powerful heat that is the energy source to power an RTG.

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A circular metal container with a glowing cylinder inside.
The nuclear heat source for the Mars Curiosity rover is encased in a graphite shell. The fuel glows red hot because of the radioactive decay of plutonium-238.
Idaho National Laboratory, CC BY

Heat as power

Radioisotope thermoelectric generators can turn heat into electricity using a principle called the Seebeck effect, discovered by German scientist Thomas Seebeck in 1821. As an added benefit, the heat from some types of RTGs can help keep electronics and the other components of a deep-space mission warm and working well.

In its basic form, the Seebeck effect describes how two wires of different conducting materials joined in a loop produce a current in that loop when exposed to a temperature difference.

[youtube https://www.youtube.com/watch?v=l-Puj0uyCAg?wmode=transparent&start=0]
The Seeback effect is the principle behind RTGs.

Devices that use this principle are called thermoelectric couples, or thermocouples. These thermocouples allow RTGs to produce electricity from the difference in temperature created by the heat of plutonium-238 decay and the frigid cold of space.

Radioisotope thermoelectric generator design

In a basic radioisotope thermoelectric generator, you have a container of plutonium-238, stored in the form of plutonium-dioxide, often in a solid ceramic state that provides extra safety in the event of an accident. The plutonium material is surrounded by a protective layer of foil insulation to which a large array of thermocouples is attached. The whole assembly is inside a protective aluminum casing.

A piece of machinery, which looks like a metal cylinder with fan-like structures outside it.
An RTG has decaying material in its core, which generates heat that it converts to electricity.
U.S. Department of Energy

The interior of the RTG and one side of the thermocouples is kept hot – close to 1,000 degrees Fahrenheit (538 degrees Celsius) – while the outside of the RTG and the other side of the thermocouples are exposed to space. This outside, space-facing layer can be as cold as a few hundred degrees Fahrenheit below zero.

This strong temperature difference allows an RTG to turn the heat from radioactive decay into electricity. That electricity powers all kinds of spacecraft, from communications systems to science instruments to rovers on Mars, including five current NASA missions.

But don’t get too excited about buying an RTG for your house. With the current technology, they can produce only a few hundred watts of power. That may be enough to power a standard laptop, but not enough to play video games with a powerful GPU.

For deep-space missions, however, those couple hundred watts are more than enough.

The real benefit of RTGs is their ability to provide predictable, consistent power. The radioactive decay of plutonium is constant – every second of every day for decades. Over the course of about 90 years, only half the plutonium in an RTG will have decayed away. An RTG requires no moving parts to generate electricity, which makes them much less likely to break down or stop working.

Additionally, they have an excellent safety record, and they’re designed to survive their normal use and also be safe in the event of an accident.

RTGs in action

RTGs have been key to the success of many of NASA’s solar system and deep-space missions. The Mars Curiosity and Perseverance rovers and the New Horizons spacecraft that visited Pluto in 2015 have all used RTGs. New Horizons is traveling out of the solar system, where its RTGs will provide power where solar panels could not.

However, no missions capture the power of RTGs quite like the Voyager missions. NASA launched the twin spacecraft Voyager 1 and Voyager 2 in 1977 to take a tour of the outer solar system and then journey beyond it.

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A diagram of a Voyager probe, with its parts labeled and a cylinder broken into three parts coming off its side labeled 'RTGs'.
The RTGs on the Voyager probes have allowed the spacecraft to stay powered up while they collect data.
NASA/JPL-Caltech

Each craft was equipped with three RTGs, providing a total of 470 watts of power at launch. It has been almost 50 years since the launch of the Voyager probes, and both are still active science missions, collecting and sending data back to Earth.

Voyager 1 and Voyager 2 are about 15.5 billion miles and 13 billion miles (nearly 25 billion kilometers and 21 billion kilometers) from the Earth, respectively, making them the most distant human-made objects ever. Even at these extreme distances, their RTGs are still providing them consistent power.

These spacecraft are a testament to the ingenuity of the engineers who first designed RTGs in the early 1960s.

Benjamin Roulston, Assistant Professor of Physics, Clarkson University

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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