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Why the meteorites that hit Earth have less water than the asteroid bits brought back by space probes

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 A planetary scientist explains new research

meteorites
This image overlays over 100 fireball images recorded between 2016 and 2020. The streaks are fireballs; the dots are star positions at different times.
Desert Fireball Network

Patrick M. Shober, NASA

Much of what scientists know about the early solar system comes from meteorites – ancient rocks that travel through space and survive a fiery plunge through Earth’s atmosphere. Among meteorites, one type – called carbonaceous chondrites – stands out as the most primitive and provides a unique glimpse into the solar system’s infancy.

The carbonaceous chondrites are rich in water, carbon and organic compounds. They’re “hydrated,” which means they contain water bound within minerals in the rock. The components of the water are locked into crystal structures. Many researchers believe these ancient rocks played a crucial role in delivering water to early Earth.

Before hitting the Earth, rocks traveling through space are generally referred to as asteroids, meteoroids or comets, depending on their size and composition. If a piece of one of these objects makes it all the way to Earth, it becomes a “meteorite.”

From observing asteroids with telescopes, scientists know that most asteroids have water-rich, carbonaceous compositions. Models predict that most meteorites – over half – should also be carbonaceous. But less than 4% of all the meteorites found on Earth are carbonaceous. So why is there such a mismatch?

In a study published in the journal Nature Astronomy on April 14, 2025, my planetary scientist colleagues and I tried to answer an age-old question: Where are all the carbonaceous chondrites?

Sample-return missions

Scientists’ desire to study these ancient rocks has driven recent sample-return space missions. NASA’s OSIRIS‑REx and JAXA’s Hayabusa2 missions have transformed what researchers know about primitive, carbon‑rich asteroids.

Meteorites found sitting on the ground are exposed to rain, snow and plants, which can significantly change them and make analysis more difficult. So, the OSIRIS‑REx mission ventured to the asteroid Bennu to retrieve an unaltered sample. Retrieving this sample allowed scientists to examine the asteroid’s composition in detail.

Similarly, Hayabusa2’s journey to the asteroid Ryugu provided pristine samples of another, similarly water-rich asteroid.

Together these missions have let planetary scientists like me study pristine, fragile carbonaceous material from asteroids. These asteroids are a direct window into the building blocks of our solar system and the origins of life.

A dusty, rocky asteroid against a dark backdrop.
Carbonaceous near-Earth asteroid Bennu as seen from NASA’s OSIRIS-REx sample-return spacecraft.
NASA

The carbonaceous chondrite puzzle

For a long time, scientists assumed that the Earth’s atmosphere filtered out carbonaceous debris.

When an object hits Earth’s atmosphere, it has to survive significant pressures and high temperatures. Carbonaceous chondrites tend to be weaker and more crumbly than other meteorites, so these objects just don’t stand as much of a chance.

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Meteorites usually start their journey when two asteroids collide. These collisions create a bunch of centimeter- to meter-size rock fragments. These cosmic crumbs streak through the solar system and can, eventually, fall to Earth. When they’re smaller than a meter, scientists call them meteoroids.

Meteoroids are far too small for researchers to see with a telescope, unless they’re about to hit the Earth, and astronomers get lucky.

But there is another way scientists can study this population, and, in turn, understand why meteorites have such different compositions.

Meteor and fireball observation networks

Our research team used the Earth’s atmosphere as our detector.

Most of the meteoroids that reach Earth are tiny, sand-sized particles, but occasionally, bodies up to a couple of meters in diameter hit. Researchers estimate that about 5,000 metric tons of micrometeorites land on Earth annually. And, each year, between 4,000 and 10,000 large meteorites – golf ball-sized or larger – land on Earth. That’s more than 20 each day.

A fireball observed by the FRIPON network in Normandy, France, in 2019.

Today, digital cameras have rendered round-the-clock observations of the night sky both practical and affordable. Low-cost, high-sensitivity sensors and automated detection software allow researchers to monitor large sections of the night sky for bright flashes, which signal a meteoroid hitting the atmosphere.

Research teams can sift through these real-time observations using automated analysis techniques – or a very dedicated Ph.D. student – to find invaluable information.

Our team manages two global systems: FRIPON, a French-led network with stations in 15 countries; and the Global Fireball Observatory, a collaboration started by the team behind the Desert Fireball Network in Australia. Together with other open-access datasets, my colleagues and I used the trajectories of nearly 8,000 impacts observed by 19 observation networks spread across 39 countries.

A camera, which looks like a glass sphere, attached to a metal stand on a railing overlooking mountains.
FRIPON camera installed at the Pic du Midi Observatory in the French Pyrenees.
FRIPON

By comparing all meteoroid impacts recorded in Earth’s atmosphere with those that successfully reach the surface as meteorites, we can pinpoint which asteroids produce fragments that are strong enough to survive the journey. Or, conversely, we can also pinpoint which asteroids produce weak material that do not show up as often on Earth as meteorites.

A mechanical panel sitting in a desert in Australia
Desert Fireball Network automated remote observatory in South Australia.
The Desert Fireball Network

The Sun is baking the rocks too much

Surprisingly, we found that many asteroid pieces don’t even make it to Earth. Something starts removing the weak stuff while the fragment is still in space. The carbonaceous material, which isn’t very durable, likely gets broken down through heat stress when its orbit takes it close to the Sun.

As carbonaceous chondrites orbit close, and then away from the Sun, the temperature swings form cracks in their material. This process effectively fragments and removes weak, hydrated boulders from the population of objects near the Earth. Anything left over after this thermal cracking then has to survive the atmosphere.

Only 30%-50% of the remaining objects survive the atmospheric passage and become meteorites. The debris pieces whose orbits bring them closer to the Sun tend to be significantly more durable, making them far more likely to survive the difficult passage through Earth’s atmosphere. We call this a survival bias.

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For decades, scientists have presumed that Earth’s atmosphere alone explains the scarcity of carbonaceous meteorites, but our work indicates that much of the removal occurs beforehand in space.

Going forward, new scientific advances can help confirm these findings and better identify meteoroid compositions. Scientists need to get better at using telescopes to detect objects right before they hit the Earth. More detailed modeling of how these objects break up in the atmosphere can also help researchers study them.

Lastly, future studies can come up with better methods to identify what these fireballs are made of using the colors of the meteors.

Patrick M. Shober, Postdoctoral Fellow in Planetary Sciences, NASA

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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