On the morning of July 20, 1976, roughly 40 minutes after mission controllers received word that the Viking 1 lander had successfully touched down on the surface of Mars, this photo gave us our first view from the surface of another planet.
NASA/JPL
“Touchdown, we have touchdown!” At 5:12 a.m. PDT, July 20, 1976, mission controllers at NASA’s Jet Propulsion Laboratory erupted in cheers as they learned that the Viking 1 lander had survived its descent through the thin Martian atmosphere. Forty minutes later, the lander’s first image began to appear on their monitors, slowly forming line by line from left to right. For the first time, humans were able to see Mars’s rocky terrain from its surface.
Dr. Thomas Mutch, leader of the Viking lander imaging team, described the moment: “I studied the black screen, waiting for that narrow strip that will signal the first few lines of the first picture. And it appeared. A sliver of electronic magic. Areas of brightness and darkness. The picture begins to fill the screen. Rocks and sand are visible and — finally at the far right — one of the spacecraft foot pads, a symbolic artifact that stamps our accomplishment with the sign of reality. Time and time again I repeat, ‘It’s incredible.’”
Fifty years ago today, the Viking 1 lander became NASA’s first robot to explore Mars’s surface and begin the search for signs of life in our solar system. Viking 1 was joined six weeks later by its twin lander, Viking 2, which explored a different region of Mars, while two mission orbiters that delivered the landers to the Red Planet continued to collect data from space and helped relay communications to Earth.
Learn more about what Viking found and NASA’s legacy of discovery on Mars at Viking: 50 Years on Mars.
Seattle, Washington—sometimes known as the “Emerald City”—was glimmering in the morning sunlight when an astronaut aboard the International Space Station took this photo on June 16, 2026. The city’s parks and tree-filled neighborhoods lend a lush, green look to the metropolis, while tall buildings downtown cast long shadows and ships navigate surrounding waterways.
The broad contours of the city’s landscape and the water around it owe their shape to the advance and retreat of glaciers during the last ice age. Between roughly 18,000 and 16,000 years ago, the Puget lobe of the Cordilleran ice sheet covered the area in a mass of ice up to 3,300 feet (1,000 meters) thick. The glacier scoured the basins now occupied by Puget Sound and the region’s lakes.
The glacier left its mark above water, too. Several of Seattle’s notorious hills (of which there are seven or more, depending on who’s counting) are drumlins. These elongated mounds of glacial debris run north-south, parallel to the direction of the ice’s movement. East-west travelers in the city, facing challenging ups and downs, may attest to this topographic trend.
The ice also transported large boulders called glacial erratics from more northerly locations and deposited them around the region. A particularly large erratic, the Wedgwood Rock, stands about 20 feet (6 meters) tall and draws its name from the North Seattle neighborhood in which it rests.
June 16, 2026
In more recent times, humans have undertaken projects to rework the topography. Notable alterations include leveling Denny Hill north of downtown and filling in tideflats at the mouth of the Duwamish River south of downtown, which created around 1,300 acres of new land. Seattle’s professional sports stadiums sit atop this fill.
This photo was acquired after several development projects to update waterfront infrastructure downtown, initiated in 2010, were completed. These include a new ferry dock and terminal, a rebuilt seawall, and a tunnel to replace an above-ground highway and create more inviting public access to the waterfront.
Some replumbing of the region’s waterways is apparent from the astronaut’s perspective, as well. In the 1910s, the Army Corps of Engineers built canals on either side of Lake Union to connect Puget Sound (an inlet of the Pacific Ocean) with Lake Washington. Starting in 1916, the Montlake Cut connected Lake Washington to Lake Union, and the Ballard Locks, northwest of Lake Union, began raising and lowering watercraft between the freshwater lakes and tidal Puget Sound. As a result of this project, Lake Washington’s water level dropped about 9 feet (3 meters) and ceased draining from its natural outlet at its southern end.
Today, the waters in and around Seattle support many uses: container ships, cruise ships, car and passenger ferries, floatplanes, and recreational craft ply the sound and lakes. And as for Seattle’s emerald nickname, pockets of old-growth forest still exist within city limits, containing centuries-old trees such as Douglas fir, Western red cedar, and Western hemlock. Seattleites often spot wildlife such as bald eagles, coyotes, and sea lions in the city’s various habitats.
Astronaut photograph ISS074-E-723719 was acquired on June 16, 2026, with a Nikon Z9 digital camera using a focal length of 560 millimeters. It is provided by the ISS Crew Earth Observations Facility and the Earth Science and Remote Sensing Unit at NASA Johnson Space Center. The image was taken by a member of the Expedition 74 crew. The image has been cropped and enhanced to improve contrast, and lens artifacts have been removed. The International Space Station Program supports the laboratory as part of the ISS National Lab to help astronauts take pictures of Earth that will be of the greatest value to scientists and the public, and to make those images freely available on the Internet. Additional images taken by astronauts and cosmonauts can be viewed at the NASA/JSC Gateway to Astronaut Photography of Earth. Story by Lindsey Doermann.
NASA Pushes New Wing Design to Find Structural Limits
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NASA Pushes New Wing Design to Find Structural Limits
The 15-foot Structural Wing Experiment Evaluating Truss-bracing test article is fully installed in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Wednesday, May 20, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
Credits: NASA/Carla Escamilla
NASA researchers recently put a new wing design, appearing long and thin with a lightweight structural design, through a series of grueling tests to find its structural limits. What they found left them encouraged about the wing’s potential, even when they pushed it past its intended limits.
The 15-foot Structural Wing Experiment Evaluating Truss-bracing (SWEET-15) test article is part of NASA’s research to develop future ultra-efficient aircraft. The design incorporates a long wing supported by an aerodynamic strut, based on NASA’s earlier Transonic Truss‑Braced Wing concept.
The research team is working to understand whether SWEET-15’s design and its new lightweight structural designs could help commercial airliners save fuel. But first, they need to understand how it behaves under the kinds of force wings experience in flight.
Lab technicians Phil Tofts, Chris McLain, and Jeff Howell and NASA engineers Erin Anderson and Richard Larson prepare the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Thursday, Dec. 11, 2025. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Christopher LC Clark
The SWEET-15 design originated with combining five different advanced composite manufacturing and assembly technologies that enabled the novel structural design. The 15-foot-long test article was then designed and fabricated at NASA’s Langley Research Center in Hampton, Virginia, before traveling to NASA’s Armstrong Flight Research Center in Edwards, California, for testing.
Over several months, NASA engineers intentionally bent the test wing in the Flight Loads Laboratory at NASA Armstrong. Numerous strain and load sensors, including fiber-optic strain sensors, were placed throughout the structure to track how the wing responded as forces increased.
The data from the sensors confirmed the predictions made by NASA’s computer models. According to initial findings, the wing withstood the anticipated in-flight forces without issue. The results provided the team with confidence in the new manufacturing approaches and methods for connecting wing parts used in SWEET-15, which could support future efficient aircraft designs. The manufacturing approach, developed at NASA Langley used the Integrated Structural Assembly of Advanced Composites robot, aims to produce lighter and stronger composite structures for aerospace vehicles.
Lab technicians Jeff Howell, left and Chris Mount install the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Lab at NASA’s Armstrong Flight Research Center in Edwards, California, Wednesday, February 11, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Christopher LC Clark
The test concluded with a deliberate test-to-failure, where engineers increased loads beyond the wing’s design limits to determine how and where it would fail. The structure ultimately failed at roughly 127% of its design limit load, with visible damage appearing near the back edge of the wing and in the upper wing cover. This element of testing provided valuable insight into how the joints connecting the wing to its main strut and a secondary one, called a jury strut, behave under forces beyond the expected flight envelope.
This marks the first time a representative composite truss-braced wing configuration has undergone this type of structural evaluation. It was made possible only through NASA collaboration across centers and projects, with researchers utilizing agency resources such as the Fiber Optic Sensing System developed to gather data on both aircraft and spacecraft.
NASA research engineer Walter Hargis regulates the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Tuesday, March 31, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Ryan Kline
To prepare for the testing, engineers at NASA Langley designed, analyzed, and manufactured the wing and completed safety preparations and lab setup.
Researchers will now analyze the data collected during testing to inform future airframe designs and support NASA’s ongoing efforts to develop more efficient aviation technologies.
The work is being conducted through NASA’s Subsonic Flight Demonstrator project in the agency’s Research Technology Mission Directorate. The successful testing of multiple innovative components marks a milestone in NASA’s aeronautics research.
The Growing Crescent of Mars as NASA’s Psyche Mission Approaches
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The Growing Crescent of Mars as NASA’s Psyche Mission Approaches
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Credits: NASA/JPL-Caltech/ASU
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The Growing Crescent of Mars as NASA’s Psyche Mission Approaches
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Description
This composite of images taken by NASA’s Psyche mission shows the crescent of Mars grow as the spacecraft approached the planet for a gravity assist from May 2 to May 15, 2026. The series begins with the smallest crescent at the center of the of the image as Mars is farthest from the spacecraft, and progressively grows as the spacecraft gets closer. After these views were captured by the spacecraft’s multispectral imager instrument, Mars began to overfill the field of view as Psyche made close approach with the planet and captured a series of high-resolution images of the surface.
Because Psyche approached Mars from a high phase angle, the planet appeared as a thin crescent in the days running up to the close approach, lit by sunlight reflecting off its surface. Using these views of the approach, close approach, and departure from Mars, the Psyche team compiled a stunning time-lapse of its entire Mars encounter.
For more information about NASA’s Psyche mission, visit:
In April 2026, NASA’s Office of the Chief Health and Medical Officer (OCHMO) initiated a working group to review updated VTE case information, additional data gathered revealing altered blood flow status within a cohort of astronauts, and discuss progress of research and clinical activities intended to mitigate the risk of VTE during spaceflight with new evidence-based clinical practice recommendations.
Recommendations
The following is a summary of the working group’s recommendations:
The working group’s conclusions emphasized that stasis in the left internal jugular vein (IJV) is consistently viewed as a dominant risk factor for VTE in microgravity, though there is active debate regarding the relative contributions of slow qualitative flow, endothelial factors and/or retrograde flow.
Limitations of current in-flight ultrasound capabilities to accurately measure stasis/slow flow was cited as a concern, especially if using only stasis as a factor for indicating the need for prophylaxis.
Additional review of assessing stasis with ultrasound in-flight was recommended.
After reviewing the risk factors, additional discussions following the working group led to the majority of the panel agreeing that stasis and retrograde flow warranted use of prophylaxis.
The working group also recommended assessing all other risk factors other than stasis to also determine when prophylaxis is warranted.
Based on a literature review and summary of the panel contributions, a VTE Risk Score for Astronauts Algorithm was developed, which includes providing anticoagulation prophylaxis for stasis alone, or a combination of other thrombosis risk factors that are weighted by terrestrial literature.
Risk of Venous Thromboembolism During Spaceflight
NASA initially formed a working group in October 2024 after diagnosing venous thromboembolisms (VTEs) in astronauts during ISS missions. Experts reviewed case data, updated Clinical Practice Guidelines, and examined possible causes.
