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65 Years Ago: First Factory Rollout of the X-15 Hypersonic Rocket Plane

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On Oct. 15, 1958, the first X-15 hypersonic rocket-powered aircraft rolled out of its factory. A joint project among NASA, the U.S. Air Force, and the U.S. Navy, the X-15 greatly expanded our knowledge of flight at speeds exceeding Mach 6 and altitudes above 250,000 feet. Between 1959 and 1968, 12 pilots completed 199 missions, achieving ever-higher speeds and altitudes while gathering data on the aerodynamic and thermal performance of the aircraft flying to the edge of space and beyond and returning to Earth. The X-15 served as a platform for a series of experiments studying the unique hypersonic environment. The program experienced several mishaps and one fatal crash. Knowledge gained during X-15 missions influenced the development of future programs such as the space shuttle.

Rollout of the first X-15 hypersonic research rocket plane North American pilot A. Scott Crossfield poses in front of the X-15-1 Rear view of the X-15-1
Left: Rollout of the first X-15 hypersonic research rocket plane at the North American Aviation facility in Los Angeles. Middle: North American pilot A. Scott Crossfield poses in front of the X-15-1. Right: Rear view of the X-15-1, showing the twin XLR-11 rocket engines used on early test flights.

The origins of the X-15 date to 1952, when the Committee on Aerodynamics of the National Advisory Committee for Aeronautics (NACA) adopted a resolution to expand their research portfolio to study flight up to altitudes between 12 and 50 miles and Mach numbers between 4 and 10. The Air Force and Navy agreed and conducted joint feasibility studies at NACA’s field centers. On Dec. 30, 1954, the U.S. Air Force released a Request for Proposals (RPF) for aerospace firms to bid on building the experimental hypersonic aircraft. Four companies submitted proposals with the Air Force selecting North American Aviation, Los Angeles, as the winning bid on Sept. 30, 1955, awarding the contract in November. The Air Force held a separate competition for the aircraft’s XLR-99 rocket engine, a 57,000-pound throttleable single-chamber engine. The process began with release of the RFP on Feb. 4, 1955, and selection in February 1956 of the Reaction Motors Division of Thiokol Chemical Corporation. Delays in the development of the XLR-99 engine required North American to rely on a pair of four-nozzle XLR-11 engines, similar to the one that powered the X-1 on its historic sound-barrier breaking flight in 1947. Providing only 16,000 pounds of thrust, this left the X-15 significantly underpowered for the first 17 months of test flights. On Oct. 1, 1958, the new National Aeronautics and Space Administration (NASA) incorporated the NACA centers and inherited the X-15 project, just two weeks before rollout from the factory of the first flight article.

Crowds gather to admire the first X-15 after its rollout from the North American Aviation plant Workers at Edwards Air Force Base in California lift the first X-15 off its delivery truck
Left: Crowds gather to admire the first X-15 after its rollout from the North American Aviation plant in Los Angeles. Right: Workers at Edwards Air Force Base in California lift the first X-15 off its delivery truck.

On Oct. 15, 1958, the rollout of the first of the three aircraft took place with some fanfare at North American’s Los Angeles facility. Vice President Richard M. Nixon and news media attended the festivities, as did North American X-15 project manager Harrison A. “Stormy” Storms and several of the early X-15 pilots. After the conclusion of the ceremonies, workers wrapped the aircraft, placed it on a flatbed truck, and drove it overnight to the High Speed Flight Station, today NASA’s Armstrong Flight Research Center, at Edwards Air Force Base (AFB) in California’s Mojave Desert. Even before this first aircraft took to the skies, North American rolled out X-15-2 on Feb. 27, 1959. The third aircraft, equipped with the LR-99 engine and a more advanced adaptive flight control system, rounded out the small fleet in 1960.

Diagram showing the two main profiles used by the X-15, either for altitude or speed The twin XLR-11 engines and the more powerful XLR-99 engine used to power the X-15
Left: Diagram showing the two main profiles used by the X-15, either for altitude or speed. Right: The twin XLR-11 engines, left, and the more powerful XLR-99 engine used to power the X-15.

Like earlier X-planes, a carrier aircraft, in this case two modified B-52 Stratofortresses, released the 34,000-pound X-15 at an altitude of 45,000 feet to conserve its fuel for the research mission. Flights took place within the High Range, extending from Wendover AFB in Utah to the Rogers Dry Lake landing zone adjacent to Edwards AFB, with emergency landing zones along the way. Typical missions lasted eight to 12 minutes and followed either a high-altitude or a high-speed profile following launch from the B-52 and ignition of the rocket engine. After burnout of the engine, the pilot guided the aircraft to an unpowered landing on the lakebed runway. To withstand the high temperatures during hypersonic flight and reentry, the X-15’s outer skin consisted of a then-new nickel-chrome alloy called Inconel-X. Because traditional aerodynamic surfaces used for flight control while in the atmosphere do not work in the near vacuum of space, the X-15 used its Ballistic Control System thrusters for attitude control while flying outside the atmosphere. North American pilot A. Scott Crossfield had the primary responsibility for carrying out the initial test flights of the X-15 before handover to NASA and the Air Force.

The first captive flight of the X-15-1 rocket plane takes off under the wing of its B-52 Stratofortress carrier aircraft X-15-1 begins its first unpowered glide flight
Left: With North American Aviation pilot A. Scott Crossfield in the cockpit, the first captive flight of the X-15-1 rocket plane takes off under the wing of its B-52 Stratofortress carrier aircraft. Right: Seconds after release from the B-52, with Crossfield at the controls, the X-15-1 begins its first unpowered glide flight.

With Crossfield at the controls of X-15-1, the first captive flight during which the X-15 remained attached to the B-52’s wing, took place on March 10, 1959. Crossfield completed the first unpowered glide flight of an X-15 on June 8, the flight lasting just five minutes. On Sept. 17, at the controls of X-15-2, Crossfield completed the first powered flight of an X-15, reaching a speed of Mach 2.11 and an altitude of 52,000 feet. Overcoming a few hardware problems, he brought the aircraft to a successful landing after a flight lasting nine minutes. During 12 more flights, Crossfield expanded the aircraft’s flight envelope to Mach 2.97 and 88,116 feet while gathering important data on its flying characteristics. All except his last three flights used the lower thrust LR-11 engines, limiting the aircraft’s speed and altitude. The last three used the powerful LR-99 engine, the one the aircraft was designed for. Crossfield’s 14th flight on Dec. 6, 1960, marked the end of North American’s contracted testing program, turning the X-15 over to the Air Force and NASA.

Chief NASA X-15 pilot Joseph A. “Joe” Walker launches from the B-52 carrier aircraft to begin his first flight Walker following his altitude record-setting flight in 1963 Walker at the controls of the Lunar Landing Research Vehicle in 1964
Left: Chief NASA X-15 pilot Joseph A. “Joe” Walker launches from the B-52 carrier aircraft to begin his first flight. Middle: Walker following his altitude record-setting flight in 1963. Right: Walker at the controls of the Lunar Landing Research Vehicle in 1964.

On March 25, 1960, NASA’s chief X-15 pilot Joseph A. “Joe” Walker, completed the agency’s first flight aboard X-15-1. Walker, one of five NASA pilots to fly the X-15, completed 25 flights aboard the aircraft. On May 12, 1960, Walker took X-15-1 above Mach 3 for the first time. On two of his flights, Walker exceeded the Von Karman line, the internationally recognized boundary of space of 100 kilometers, or 62 miles, earning him astronaut wings. On a third flight, he flew above 50 miles, the altitude the Air Force considered the boundary of space. By that standard, 13 flights by eight X-15 pilots qualified them for Air Force astronaut wings. On Walker’s final flight on Aug. 22, 1963, he flew X-15-3 to an altitude of 354,200 feet, or 67.1 miles, the highest achieved in the X-15 program, and a record for piloted aircraft that stood until surpassed during the final flight of SpaceShipOne on Oct. 4, 2004. After leaving the X-15 program, Walker conducted 35 test flights of the Lunar Landing Research Vehicle (LLRV) between 1964 and 1966, the precursor to the Lunar Landing Training Vehicle that Apollo commanders used to simulate the final several hundred feet of the Lunar Module’s descent to the lunar surface. Tragically, Walker died in a mid-air collision on June 8, 1966, when his F-104 Starfighter struck an XB-70 Valkyrie during a demonstration exercise.

NASA X-15 pilot John B. “Jack” McKay poses with X-15-3 after a mission Rollout of X-15A-2 in 1964, repaired and modified following a landing mishap.
Left: NASA X-15 pilot John B. “Jack” McKay poses with X-15-3 after a mission. Middle: Rollout of X-15A-2 in 1964, repaired and modified following a landing mishap.

The second NASA X-15 pilot, John B. “Jack” McKay completed 29 flights, the most of any NASA pilot. He achieved a maximum speed of Mach 5.65 and reached an altitude of 295,600 feet, qualifying him for Air Force astronaut wings. On Nov. 9, 1962, he suffered serious injuries during a landing mishap on his seventh mission but recovered to make 22 more flights. Engineers at North American not only repaired the damaged X-15-2 but redesignated it as X-15A-2. They extended its fuselage by more than two feet and added two external fuel tanks to enable longer engine burns. McKay made another emergency landing on his 25th flight on May 6, 1966, when the X-15-1’s LR-99 engine shut down prematurely. The aircraft did not incur any damage and McKay suffered no injuries.

NASA pilot Neil A. Armstrong stands next to an X-15 Armstrong sits in Gemini VIII prior to liftoff Armstrong in the Apollo 11 Lunar Module Eagle following his historic Moon walk
Left: NASA pilot Neil A. Armstrong stands next to an X-15. Middle: Armstrong sits in Gemini VIII prior to liftoff. Right: Armstrong in the Apollo 11 Lunar Module Eagle following his historic Moon walk.

Neil A. Armstrong joined NACA as an experimental test pilot in January 1952, and gained experience flying the X-1B supersonic rocket plane. NACA selected him as its third X-15 pilot, and he flew the aircraft seven times. After his first two checkout flights in December 1960, Armstrong spent a year as a consultant on the X-20 Dyna-Soar program before returning to fly his remaining five X-15 missions. Because he helped to develop the adaptive flight control system, on Dec. 20, 1961, Armstrong completed the first flight of X-15-3, rebuilt after an explosion in June 1960 of the LR-99 engine on a test stand destroyed the back of the aircraft. On his sixth flight on April 20, 1962, while trying to maintain a constant g-load during reentry, the aircraft’s attitude caused it to skip out of the atmosphere. This resulted in an overshoot of the landing zone, requiring a high-altitude U-turn, with Armstrong just barely reaching the lakebed runway. Armstrong left the X-15 program when NASA selected him as an astronaut on Sept. 17, 1962. In March 1966, as the Gemini VIII Command Pilot, he executed the first docking in space and then guided the spacecraft back to Earth after the first in-space emergency. On July 20, 1969, during Apollo 11, Armstrong took humanity’s first step on the Moon.

NASA pilot Milton O. Thompson poses in front of X-15-3 Thompson poses in front of the M2-F2 lifting body aircraft after his first flight in 1966
Left: NASA pilot Milton O. Thompson poses in front of X-15-3. Right: Thompson poses in front of the M2-F2 lifting body aircraft after his first flight in 1966.

In June 1963, NASA selected Milton O. “Milt” Thompson as an X-15 pilot, and he completed 14 flights. Although he achieved a maximum speed of Mach 5.48 and reached 214,100 feet, more than half his flights remained at relatively low altitude but high speed to gather data on the effects of high temperatures on the skin of the X-15. Thompson transferred to test fly the experimental M2-F2 lifting body aircraft before giving up flying to manage advanced research projects for NASA, including influencing the design of the space shuttle orbiter. His X-15 experience convinced him that the orbiter did not need jet engines to assist in the landing. Thompson served as the chief engineer at NASA’s Dryden Flight Reseach Center, now Armstrong Flight Research Center, from 1975 until his death in 1993.

NASA pilot William “Bill” Dana poses in front of X-15-3 Dana after the final rocket powered aircraft flight, aboard the X-24B, at Edwards Air Force Base in 1975.
Left: NASA pilot William “Bill” Dana poses in front of X-15-3. Right: Dana after the final rocket powered aircraft flight, aboard the X-24B, at Edwards Air Force Base in 1975.

In May 1965, NASA selected William “Bill” H. Dana, already involved in the program as a chase pilot and simulation engineer, to backfill Thompson as an X-15 pilot. Dana completed 16 flights including what turned out to be the final flight of the X-15 program on Oct. 24, 1968. He reached a maximum speed of Mach 5.53 and an altitude of 306,900 feet, high enough to qualify him for Air Force astronaut wings. With the program sufficiently mature, in addition to gathering flight characteristics data, several experiments flew aboard Dana’s flights. On the last mission, Dana observed a Minuteman missile launch from Vandenberg Air Force Base. Following the end of the X-15 program, between April 1969 and December 1972, Dana piloted experimental lifting body aircraft like the HL-10 and M2-F3, and in September 1975, he flew the X-24B twice, including the final flight of a rocket-powered aircraft at Edwards. After test flying other aircraft, he served as Dryden’s chief engineer between 1993 and 1998, taking over from Thompson.

U.S. Air Force pilot Robert M. White after the last flight of an X-15 with the LR-11 engines White inside the X-15 about to launch on the first flight above Mach 6
Left: U.S. Air Force pilot Robert M. White after the last flight of an X-15 with the LR-11 engines. Right: White inside the X-15 about to launch on the first flight above Mach 6.

Five U.S. Air Force and one U.S. Navy pilot made history flying the X-15. The U.S. Air Force selected Iven C. “Kinch” Kincheloe as their first X-15 pilot, but tragically he died in an aircraft accident on July 26, 1958, before making a flight. His backup, Robert M. White, stepped in as the first Air Force pilot to fly the X-15, completing 16 missions. Over the course of these missions, White’s achievements included the first flight of an X-15 above 100,000 feet, then 200,000 feet, and eventually to 314,750 feet. That earned White U.S. Air Force astronaut wings on his July 17, 1962, flight. He also broke speed records, as the first person to fly faster than Mach 4, then Mach 5, and finally reaching Mach 6.04 – more than doubling the speed record in just eight months. After leaving the X-15 program, White flew combat missions in southeast Asia, the only X-15 pilot to see active duty in World War II, Korea, and Vietnam. He retired as a major general in 1981.

U.S. Navy pilot Forrest S. “Pete” Petersen poses next to an X-15 The B-52 carrier aircraft flies overhead to salute Petersen’s highest and fastest flight
Left: U.S. Navy pilot Forrest S. “Pete” Petersen poses next to an X-15. Right: The B-52 carrier aircraft flies overhead to salute Petersen’s highest and fastest flight.

Air Force pilot Robert A. Rushworth following a flight aboard X-15-3 photograph of two B-52s preparing to launch two X-15s in November 1960
Left: Air Force pilot Robert A. Rushworth following a flight aboard X-15-3. Right: Unusual photograph of two B-52s preparing to launch two X-15s in November 1960 – X-15-1 prepares to taxi for Rushworth’s first flight, left, and X-15-2 for A. Scott Crossfield and the first flight of the XLR-99 rocket engine. Image credit: courtesy mach25media.com.

The pilot with the most X-15 missions, the Air Force’s Robert A. Rushworth completed 34 flights. For the first time, flight surgeons could monitor a pilot’s electrocardiogram in real time thanks to a new biomonitoring system and did so during Rushworth’s seventh flight. On his 14th flight, Rushworth reached an altitude of 285,000 feet, high enough to earn him U.S. Air Force astronaut wings. Rushworth flew his fastest flight on Dec. 5, 1963, when he reached a top speed of Mach 6.06. On June 25, on his 21st mission, Rushworth completed the first flight of X-15A-2, rebuilt and upgraded following its November 1962 crash. He piloted it to Mach 4.59, the first time the aircraft flew faster than Mach 4. On his next flight, he took the aircraft past Mach 5. On his 34th and final mission, Rushworth tested one of the significant upgrades to X-15A-2, the addition of disposable external fuel and oxidizer tanks to increase the rocket engine’s burn time. He encountered some difficulties when he jettisoned the tanks at the half-full stage, a condition that planners had not anticipated, but successfully landed the aircraft. As previously planned, Rushworth left the X-15 program five days later, attending the National War College before flying 189 combat missions in Vietnam. He retired as a major general in 1981.

Air Force pilot Joe H. Engle following a flight aboard X-15A-2 NASA astronaut Engle poses in front of space shuttle Enterprise during its first rollout in 1976 Engle during Columbia’s STS-2 mission in November 198
Left: Air Force pilot Joe H. Engle following a flight aboard X-15A-2. Middle: NASA astronaut Engle poses in front of space shuttle Enterprise during its first rollout in 1976. Right: Engle during Columbia’s STS-2 mission in November 1981.

Air Force pilot Joe H. Engle joined the X-15 program in June 1963, completing 16 missions. He achieved his highest speed, Mach 5.71, on his 10th flight, and earned his U.S. Air Force astronaut wings at 33 years of age, the youngest X-15 pilot to do so, on his 14th flight. Within less than four months, Engle surpassed the 50-mile mark two more times on his final two X-15 flights in August and October 1965. Engle left the X-15 program when NASA selected him as an astronaut on April 4, 1966. Putting his X-15 experience to good use, he commanded two of the five Approach and Landing Tests with space shuttle Enterprise in 1977. In 1982, he commanded STS-2, the second orbital flight of Columbia, and in 1985 he commanded STS-51I, the sixth flight of Discovery. Comparing the X-15 and the space shuttle, the only person to have piloted both said, “From a pilot-task standpoint, the entry and landing are very similar, performance wise. You fly roughly the same glide speed and the same glide slope angle. The float and touchdown were very similar.” Engle retired from NASA and the Air Force as a major general in 1986 but remained active in an advisory capacity into the 2010s.

Air Force pilot William J. “Pete” Knight poses with X-15A-2 with its unusual white outer paint over an ablative coating Knight, right, following his speed record-setting flight in October 1967
Left: Air Force pilot William J. “Pete” Knight poses with X-15A-2 with its unusual white outer paint over an ablative coating. Right: Knight, right, following his speed record-setting flight in October 1967.

The Air Force selected William J. “Pete” Knight as an X-15 pilot in 1965, and he completed 16 flights in two years. On his eighth flight on Nov. 18, 1966, Knight took X-15A-2 to above Mach 6, with the fully fueled external tanks operating as expected. In an attempt to protect the X-15’s skin during sustained flight at Mach 6, or proposed future flights at Mach 7 and 8, engineers coated X-15A-2 with an ablative material. Since the color of the material resembled the pink of a pencil eraser, workers painted it a gleaming white. On Oct. 3, 1967, Knight flew X-15A-2, with fully fueled external tanks, to an unofficial speed record of Mach 6.70, or 4,520 miles per hour, for a piloted winged vehicle. The mark stood until surpassed during the reentry of space shuttle Columbia on April 14, 1981. While the flight appeared to have gone well, hypersonic shock waves, especially around a model scramjet attached to the bottom rear of the aircraft, caused such heating that it burned through the ablative material, exposing the skin of the aircraft to 2,400 degrees, twice its design limit. Postflight inspection revealed significant damage to the aircraft that would have ended catastrophically had the heating continued for a few more seconds. A previous flight to Mach 6.33 showed similar, although less, severe damage, but engineers did not consider it as a warning sign. Due to the damage, X-15A-2 never flew again. In 2003, space shuttle Columbia suffered similar burn, caused by damage to its thermal protection system, leading to loss of the vehicle and its seven-member crew. When the X-15 program ended at the end of 1968, Knight returned to active duty, flying 253 combat missions in Vietnam in 1969 and 1970. He eventually returned to Edwards as its vice commander before retiring in 1982 and entering politics.

Michael J. Adams, left, selected in the first group of astronauts for the U.S. Air Force’s Manned Orbiting Laboratory in 1965 Adams following a mission aboard X-15-1
Left: Michael J. Adams, left, selected in the first group of astronauts for the U.S. Air Force’s Manned Orbiting Laboratory in 1965. Right: Adams following a mission aboard X-15-1.

The U.S. Air Force first selected Michael J. Adams as an astronaut for the Manned Orbiting Laboratory program in November 1965 before transferring him to the X-15 program in July 1966 as its 12th and final pilot. He flew the X-15 seven times and on his third flight reached his highest speed of Mach 5.59. Adams took off on his seventh flight on Nov. 15, 1967, a mission using X-15-3 with its advanced flight control system, to reach 250,000 feet and Mach 6 to conduct several experiments. After overshooting to a peak altitude of 266,000 feet and beginning the descent but sill well outside the atmosphere, the X-15-3 entered into a hypersonic spin traveling at more than 3,000 miles per hour, at one point flying tail first. Adams and the aircraft’s systems recovered from the spin, but now the aircraft began serious pitch oscillations as it continued to fall. At 62,000 feet, the g-loads from the oscillations overcame the structural limits of the aircraft and it broke apart. The X-15-3 crashed, killing Adams. The accident investigation identified proximate causes as a short-circuit from one of the experiments that had not been tested at low atmospheric pressures or high temperatures, causing both the aircraft’s computer and its flight control system to repeatedly fail. Adams became distracted and did not realize his aircraft’s attitude was increasingly off nominal. In addition, an attitude indicator switch had been set at the wrong setting, providing Adams with confusing information. Telemetry to the ground did not include attitude information, so controllers did not know the problems Adams faced and could not provide any helpful direction. Adams may have suffered from vertigo, a condition for which he had previously tested positive, a fact not known to his flight surgeon. Two major changes from the accident included adding attitude information to the telemetry and ensuring that all pilots received thorough vestibular screening to identify cases of vertigo. With the loss of X-15-3 and the retirement of the damaged X-15A-2 following Knight’s October flight, only one aircraft, the original X-15-1, remained to close out the program until funding ran out in December 1968. The Air Force posthumously honored Adams with astronaut wings.

The Edwards Air Force Base ground crew poses in front of the B-52 with X-15-1 mounted under its wing during a rare snowstorm that thwarted a final attempt at a 200th flight
The Edwards Air Force Base ground crew poses in front of the B-52 with X-15-1 mounted under its wing during a rare snowstorm that thwarted a final attempt at a 200th flight.

NASA pilot Dana flew what turned out to be the 199th and final X-15 mission on Oct. 24, 1968. Managers tried to fly a 200th mission before funding ran out on Dec. 31. Eight attempts between Nov. 27 and Dec. 20 for Air Force pilot Knight to take X-15-1 on a final mission failed for a variety of reasons. Due to the delays, the initial mission plan of flying to 250,000 feet at Mach 4.9 in an attempt to visualize a missile launch from Vandenberg AFB had to change to a more modest altitude goal of 162,000 feet and reduced speed of Mach 3.9 to test a new experiment. On Dec. 20, with Knight suited up and ready to board the X-15, a rare snowstorm put an end to any plans to fly, and so the program ended. The next morning, on the other side of the continent, a Saturn V lifted off from NASA’s Kennedy Space Center in Florida to take Apollo 8 astronauts on the first voyage to the Moon. Seven months later, former NASA X-15 pilot Armstrong took humanity’s first steps on the Moon.

Summary of X-15 pilots’ accomplishments.
Summary of X-15 pilots’ accomplishments.

A grateful nation recognized the accomplishments of the X-15 pilots. On Nov. 28, 1961, in a White House ceremony President John F. Kennedy presented Crossfield, Walker, and White with the Harmon International Trophy for Aviators. On July 18, 1962, President Kennedy presented the prestigious Robert J. Collier Trophy to Crossfield, Walker, White, and Petersen for their pioneering hypersonic flights. On Dec. 3, 1968, President Lyndon B. Johnson presented the Harmon Trophy to Knight for his Mach 6.70 record-setting flight.

President John F. Kennedy, left, presents the Harmon Trophy to X-15 pilots A. Scott Crossfield of North American Aviation, Joseph A. Walker of NASA, and Robert White of the U.S. Air Force President Kennedy presents the Collier Trophy to X-15 pilots Crossfield, White, Walker, and Forrest S. Petersen of the U.S. Navy President Lyndon B. Johnson presents the Harmon Trophy to U.S. Air Force X-15 pilot William J. “Pete” Knight
Left: President John F. Kennedy, left, presents the Harmon Trophy to X-15 pilots A. Scott Crossfield of North American Aviation, Joseph A. Walker of NASA, and Robert White of the U.S. Air Force. Middle: President Kennedy presents the Collier Trophy to X-15 pilots Crossfield, White, Walker, and Forrest S. Petersen of the U.S. Navy. Right: President Lyndon B. Johnson presents the Harmon Trophy to U.S. Air Force X-15 pilot William J. “Pete” Knight.

The X-15-1 as it looked in the Milestones of Flight exhibit at the Smithsonian Institute’s National Air and Space Museum in Washington, D.C The X-15A-2 on display at the National Museum of the Air Force at Wright-Patterson Air Force Base (AFB), in Dayton, Ohio A replica of the X-15-3 as it looked on display in 1997 outside the entrance to NASA’s Dryden, now Armstrong, Flight Research Center at Edwards AFB.
Left: The X-15-1 as it looked in the Milestones of Flight exhibit at the Smithsonian Institute’s National Air and Space Museum in Washington, D.C. Image credit: courtesy National Air and Space Museum. Middle: The X-15A-2 on display at the National Museum of the Air Force at Wright-Patterson Air Force Base (AFB), in Dayton, Ohio. Image credit: courtesy National Museum of the Air Force. Right: A replica of the X-15-3 as it looked on display in 1997 outside the entrance to NASA’s Dryden, now Armstrong, Flight Research Center at Edwards AFB.

Following the end of the program, the two surviving X-15 aircraft found permanent homes in prestigious museums. The X-15-1 arrived at the Smithsonian Institution in Washington, D.C., in June 1969. When the new National Air and Space Museum opened in July 1976, the X-15-1 found a place of prominence in the Milestones of Flight exhibit. In 2019, curators placed it in temporary storage while the museum undergoes a major renovation. The X-15A-2 went on display at the Air Force Museum, now the National Museum of the Air Force at Wright-Patterson AFB, in Dayton, Ohio, where it still resides. Although the third aircraft was lost in a crash, North American built replica of X-15-3 that was mounted outside the entrance to Dryden in 1995. Damage from winds required its removal and refurbishment, and it is currently in storage at Armstrong.

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      “You cannot compare your code in the same way you do with a text-based language,” Brandon Carver said. “Our tool offers a process that allows developers to review these LabVIEW-developed programs and to focus more time on reviewing actual code updates.”
      LabVIEW features a comparison tool, but NASA Stennis engineers identified ways they could improve the process, including by automating certain steps. The NASA Stennis tool makes it easier to post comments, pictures, and other elements in an online peer review to make discussions more effective.  
      The result is what NASA Stennis developers hope is a more streamlined, efficient process. “It really optimizes your time and provides everything you need to focus on right in front of you,” Brandon Carver said. “That’s why we wanted to open source this because when we were building the tool, we did not see anything like it, or we did not see anything that had features that we have.”
      “By providing it to the open-source community, they can take our tool, find better ways of handling things, and refine it,” Brandon Carver said. “We want to allow those groups to modify it and become a community around the tool, so it is continuously improved. Ultimately, a peer review is to make stronger software or a stronger product and that is also true for this peer review tool.
      “It is a good feeling to be part of the process and to see something created at the center now out in the larger world across the agency,” Brandon Carver said. “It is pretty exciting to be able to say that you can go get this software we have written and used,” he acknowledged. “NASA engineers have done this. I hope we continue to do it.”
      To access the peer review tool developed at NASA Stennis, visit NASA GitHub.
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      Last Updated May 08, 2025 EditorNASA Stennis CommunicationsContactC. Lacy Thompsoncalvin.l.thompson@nasa.gov / (228) 688-3333LocationStennis Space Center Related Terms
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    • NASA
      NASA Progresses Toward Crewed Moon Mission with Spacecraft, Rocket Milestones
      By NASA
      Technicians move the Orion spacecraft for NASA’s Artemis II test flight out of the Neil A. Armstrong Operations and Checkout Building to the Multi-Payload Processing Facility at Kennedy Space Center in Florida on Saturday, May 3, 2025. NASA/Kim Shiflett Engineers, technicians, mission planners, and the four astronauts set to fly around the Moon next year on Artemis II, NASA’s first crewed Artemis mission, are rapidly progressing toward launch.

      At the agency’s Kennedy Space Center in Florida, teams are working around the clock to move into integration and final testing of all SLS (Space Launch System) and Orion spacecraft elements. Recently they completed two key milestones – connecting the SLS upper stage with the rest of the assembled rocket and moving Orion from its assembly facility to be fueled for flight.

      “We’re extremely focused on preparing for Artemis II, and the mission is nearly here,” said Lakiesha Hawkins, assistant deputy associate administrator for NASA’s Moon to Mars Program, who also will chair the mission management team during Artemis II. “This crewed test flight, which will send four humans around the Moon, will inform our future missions to the Moon and Mars.”
      Teams with NASA’s Exploration Ground Systems Program begin integrating the interim cryogenic propulsion stage to the SLS (Space Launch System) launch vehicle stage adapter on Wednesday, April 30, 2025, inside the Vehicle Assembly Building at NASA’s Kennedy Space Center in Florida. NASA/Isaac Watson On May 1, technicians successfully attached the interim cryogenic propulsion stage to the SLS rocket elements already poised atop mobile launcher 1, including its twin solid rocket boosters and core stage, inside the spaceport’s Vehicle Assembly Building (VAB). This portion of the rocket produces 24,750 pounds of thrust for Orion after the rest of the rocket has completed its job. Teams soon will move into a series of integrated tests to ensure all the rocket’s elements are communicating with each other and the Launch Control Center as expected. The tests include verifying interfaces and ensuring SLS systems work properly with the ground systems.

      Meanwhile, on May 3, Orion left its metaphorical nest, the Neil Armstrong Operations & Checkout Facility at Kennedy, where it was assembled and underwent initial testing. There the crew module was outfitted with thousands of parts including critical life support systems for flight and integrated with the service module and crew module adapter. Its next stop on the road to the launch pad is the Multi-Payload Processing Facility, where it will be carefully fueled with propellants, high pressure gases, coolant, and other fluids the spacecraft and its crew need to maneuver in space and carry out the mission.

      After fueling is complete, the four astronauts flying on the mission around the Moon and back over the course of approximately 10 days, will board the spacecraft in their Orion Crew Survival System spacesuits to test all the equipment interfaces they will need to operate during the mission. This will mark the first time NASA’s Reid Wiseman, Victor Glover, and Christina Koch, and CSA (Canadian Space Agency) astronaut Jeremy Hansen, will board their actual spacecraft while wearing their spacesuits. After the crewed testing is complete, technicians will move Orion to Kennedy’s Launch Abort System Facility, where the critical escape system will be added. From there, Orion will move to the VAB to be integrated with the fully assembled rocket.

      NASA also announced its second agreement with an international space agency to fly a CubeSat on the mission. The collaborations provide opportunities for other countries to work alongside NASA to integrate and fly technology and experiments as part of the agency’s Artemis campaign.

      While engineers at Kennedy integrate and test hardware with their eyes on final preparations for the mission, teams responsible for launching and flying the mission have been busy preparing for a variety of scenarios they could face.

      The launch team at Kennedy has completed more than 30 simulations across cryogenic propellant loading and terminal countdown scenarios. The crew has been taking part in simulations for mission scenarios, including with teams in mission control. In April, the crew and the flight control team at NASA’s Johnson Space Center in Houston simulated liftoff through a planned manual piloting test together for the first time. The crew also recently conducted long-duration fit checks for their spacesuits and seats, practicing several operations while under various suit pressures.
      NASA astronaut Christina Koch participates in a fit check April 18, 2025, in the spacesuit she will wear during Artemis II. NASA/Josh Valcarcel Teams are heading into a busy summer of mission preparations. While hardware checkouts and integration continue, in coming months the crew, flight controllers, and launch controllers will begin practicing their roles in the mission together as part of integrated simulations. In May, the crew will begin participating pre-launch operations and training for emergency scenarios during launch operations at Kennedy and observe a simulation by the launch control team of the terminal countdown portion of launch. In June, recovery teams will rehearse procedures they would use in the case of a pad or ascent abort off the coast of Florida, with launch and flight control teams supporting. The mission management team, responsible for reviewing mission status and risk assessments for issues that arise and making decisions about them, also will begin practicing their roles in simulations. Later this summer, the Orion stage adapter will arrive at the VAB from NASA’s Marshall Spaceflight Center in Huntsville, Alabama, and stacked on top of the rocket.

      NASA astronauts Reid Wiseman (foreground) and Victor Glover participate in a simulation of their Artemis II entry profile on March 13, 2025.NASA/Bill Stafford Through Artemis, NASA will send astronauts to explore the Moon for scientific discovery, economic benefits, and build the foundation for the first crewed missions to Mars.
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    • NASA
      Robots, Rovers, and Regolith: NASA Brings Exploration to FIRST Robotics 2025 
      By NASA
      What does the future of space exploration look like? At the 2025 FIRST Robotics World Championship in Houston, NASA gave student robotics teams and industry leaders a first-hand look—complete with lunar rovers, robotic arms, and real conversations about shaping the next era of discovery. 
      Students and mentors experience NASA exhibits at the 2025 FIRST Robotics World Championship at the George R. Brown Convention Center in Houston from April 16-18. NASA/Sumer Loggins NASA engaged directly with the Artemis Generation, connecting with more than 55,000 students and 75,000 parents and mentors. Through interactive exhibits and discussions, students explored the agency’s robotic technologies, learned about STEM career paths and internships, and gained insight into NASA’s bold vision for the future. Many expressed interest in internships—and dreams of one day contributing to NASA’s missions to explore the unknown for the benefit of all humanity. 
      Multiple NASA centers participated in the event, including Johnson Space Center in Houston; Jet Propulsion Laboratory in Southern California; Kennedy Space Center in Florida; Langley Research Center in Virginia; Ames Research Center in California; Michoud Assembly Facility in New Orleans; Armstrong Flight Research Center in Edwards, California; Glenn Research Center in Cleveland; Goddard Space Flight Center in Greenbelt, Maryland; and the Katherine Johnson Independent Verification and Validation Facility in West Virginia. Each brought unique technologies and expertise to the exhibit floor. 
      FIRST Robotics attendees explore NASA’s exhibit and learn about the agency’s mission during the event.NASA/Robert Markowitz Displays highlighted key innovations such as: 
      Automated Reconfigurable Mission Adaptive Digital Assembly Systems: A modular system of small robots and smart algorithms that can autonomously assemble large-scale structures in space.  Cooperative Autonomous Distributed Robotic Exploration: A team of small lunar rovers designed to operate independently, navigating and making decisions together without human input.  Lightweight Surface Manipulation System AutoNomy Capabilities Development for Surface Operations and Construction: A robotic arm system built for lunar construction tasks, developed through NASA’s Early Career Initiative.  Space Exploration Vehicle: A pressurized rover prototype built for human exploration of planetary surfaces, offering attendees a look at how future astronauts may one day travel across the Moon or Mars.  Mars Perseverance Rover: An exhibit detailing the rover’s mission to search for ancient microbial life and collect samples for future return to Earth.  In-Situ Resource Utilization Pilot Excavator: A lunar bulldozer-dump truck hybrid designed to mine and transport regolith, supporting long-term exploration through the Artemis campaign.  Visitors view NASA’s Space Exploration Vehicle on display.NASA/Robert Markowitz “These demonstrations help students see themselves in NASA’s mission and the next frontier of lunar exploration,” said Johnson Public Affairs Specialist Andrew Knotts. “They can picture their future as part of the team shaping how we live and work in space.” 
      Since the FIRST Championship relocated to Houston in 2017, NASA has mentored more than 250 robotics teams annually, supporting elementary through high school students. The agency continued that tradition for this year’s event, and celebrated the fusion of science, engineering, and creativity that defines both robotics and space exploration. 
      NASA’s booth draws crowds at FIRST Robotics 2025 with hands-on exhibits. NASA/Robert Markowitz Local students also had the chance to learn about the Texas High School Aerospace Scholars program, which offers Texas high school juniors hands-on experience designing space missions and solving engineering challenges—an early gateway into NASA’s world of exploration. 
      As the competition came to a close, students and mentors were already looking ahead to the next season—energized by new ideas, strengthened friendships, and dreams of future missions. 
      NASA volunteers at the FIRST Robotics World Championship on April 17, 2025. NASA/Robert Markowitz “It was a true privilege to represent NASA to so many inspiring students, educators, and mentors,” said Jeanette Snyder, aerospace systems engineer for Gateway. “Not too long ago, I was a robotics student myself, and I still use skills I developed through FIRST Robotics in my work as a NASA engineer. Seeing so much excitement around engineering and technology makes me optimistic for the future of space exploration. I can’t wait to see these students become the next generation of NASA engineers and world changers.” 
      With the enthusiastic support of volunteers, mentors, sponsors, and industry leaders, and NASA’s continued commitment to STEM outreach, the future of exploration is in bold, capable hands. 
      See the full event come to life in the panorama videos below.
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    • NASA
      NASA Soars to New Heights in First 100 Days of Trump Administration
      By NASA
      NASA astronauts Nick Hague, Suni Williams, Butch Wilmore, and Roscosmos cosmonaut Aleksandr Gorbunov land in a SpaceX Dragon spacecraft in the water off the coast of Tallahassee, Florida on March 18, 2025. Hague, Gorbunov, Williams, and Wilmore returned from a long-duration science expedition aboard the International Space Station.Credit: NASA/Keegan Barber Today is the 100th day of the Trump-Vance Administration after being inaugurated on Jan. 20. In his inaugural address, President Trump laid out a bold and ambitious vision for NASA’s future throughout his second term, saying, “We will pursue our manifest destiny into the stars, launching American astronauts to plant the Stars and Stripes on the planet Mars.” NASA has spent the first 100 days in relentless pursuit of this goal, continually exploring, innovating, and inspiring for the benefit of humanity.
      “In just 100 days, under the bold leadership of President Trump and acting Administrator Janet Petro, NASA has continued to further American innovation in space,” said Bethany Stevens, NASA press secretary. “From expediting the return of American astronauts home after an extended stay aboard the state-of-the-art International Space Station, to bringing two new nations on as signatories of the Artemis Accords, to the historic SPHEREx mission launch that takes us one step closer to mapping the secrets of the universe, NASA continues to lead on the world stage. Here at NASA, we’re putting the America First agenda into play amongst the stars, ensuring the United States wins the space race at this critical juncture in time.”
      A litany of victories in the first 100 days set the stage for groundbreaking success throughout the remainder of the term. Read more about NASA’s cutting-edge work in this short, yet dynamic, period of time below:
      Bringing Astronauts Home Safely, Space Station Milestones
      America brought Crew-9 safely home. NASA astronauts Butch Wilmore, Suni Williams, and Nick Hague, along with Roscosmos cosmonaut Aleksandr Gorbunov, returned to Earth after a successful mission aboard the International Space Station, splashing down in the Gulf of America. Their safe return reflects America’s unwavering commitment to the agency’s astronauts and mission success. A new, American-led mission launched to space. The agency’s Crew-10 mission is currently aboard the space station, with NASA astronauts Anne McClain and Nichole Ayers, joined by international partners from Japan and Russia. NASA continues to demonstrate American leadership and the power of space diplomacy as we maintain a continuous human presence in orbit. The agency welcomed home NASA astronaut Don Pettit, concluding a seven-month science mission aboard the orbiting laboratory. Pettit landed at 6:20 a.m. Kazakhstan time, April 20 on his 70th birthday, making him NASA’s oldest active astronaut and the third oldest person to reach orbit. NASA astronaut Jonny Kim launched and arrived safely at the International Space Station, marking the start of his first space mission. Over eight months, he’ll lead groundbreaking research that advances science and improves life on Earth, proving once again that Americans are built to lead in space. The four members of the agency’s SpaceX Crew-11, NASA astronauts Zena Cardman and Mike Fincke, JAXA (Japan Aerospace Exploration Agency) astronaut Kimiya Yui, and Roscosmos cosmonaut Oleg Platonov were named by NASA. Launching no earlier than July 2025, this mission continues America’s leadership in long-duration human spaceflight while strengthening critical global partnerships. NASA announced Chris Williams will launch in November 2025 for his first spaceflight. His upcoming mission underscores the pipeline of American talent ready to explore space and expand our presence beyond Earth. NASA is inviting U.S. industry to propose two new private astronaut missions to the space station in 2026 and 2027 – building toward a future where American companies sustain a continuous human presence in space and advance our national space economy. NASA and SpaceX launched the 32nd Commercial Resupply Services mission, delivering 6,700 pounds of cargo to the International Space Station. These investments in science and technology continue to strengthen America’s leadership in low Earth orbit. The payload supports cutting-edge research, including:New maneuvers for free-flying robots An advanced air quality monitoring system Two atomic clocks to explore relativity and ultra-precise timekeeping Sending Humans to Moon, Mars
      Teams began hot fire testing the first of three 12-kW Solar Electric Propulsion (SEP) thrusters. These high-efficiency thrusters are a cornerstone of next-generation spaceflight, as they offer greater fuel economy and mission flexibility than traditional chemical propulsion, making them an asset for long-duration missions to the Moon, Mars, and beyond. For Mars in particular, SEP enables three key elements required for success:Sustained cargo transport Orbital maneuvering Transit operations NASA completed the fourth Entry Descent and Landing technology test in three months, accelerating innovation to achieve precision landings on Mars’ thin atmosphere and rugged terrain. NASA’s Deep Space Optical Communications experiment aboard Psyche broke new ground, enabling the high-bandwidth connections vital for communications with crewed missions to Mars. Firefly Aerospace’s Blue Ghost Mission One successfully delivered 10 NASA payloads to the Moon, advancing landing, autonomy, and data collection skills for Mars missions. Intuitive Machines’ IM-2 mission achieved the southernmost lunar landing, collecting critical data from challenging terrain to inform Mars exploration strategies. NASA cameras aboard Firefly’s Blue Ghost lander captured unprecedented footage of engine plume-surface interactions, offering vital data for designing safer landings on the Moon and Mars. The agency’s Stereo Cameras for Lunar Plume-Surface Studies (SCALPSS) 1.1 aboard Blue Ghost collected more than 9,000 images of lunar descent, providing insights on lander impacts and terrain interaction to guide future spacecraft design. New SCALPSS hardware delivered for Blue Origin’s Blue Mark 1 mission also is enhancing lunar landing models, helping build precision landing systems for the Moon and Mars. The LuGRE (Lunar Global Navigation Satellite System Receiver Experiment) on Blue Ghost acquired Earth navigation signals from the Moon, advancing autonomous positioning systems crucial for lunar and Mars operations. The Electrodynamic Dust Shield successfully cleared lunar dust, demonstrating a critical technology for protecting equipment on the Moon and Mars. Astronauts aboard the space station conducted studies to advance understanding of how to keep crews healthy on long-duration Mars missions. NASA’s Moon to Mars Architecture Workshop gathered industry, academic, and international partners to refine exploration plans and identify collaboration opportunities. Artemis Milestones
      NASA completed stacking the twin solid rocket boosters for Artemis II, the mission that will send American astronauts around the Moon for the first time in more than 50 years. This is a powerful step toward returning our nation to deep space. At NASA’s Kennedy Space Center in Florida, teams joined the core stage with the solid rocket boosters inside the Vehicle Assembly Building. Engineers lifted the launch vehicle stage adapter atop the SLS (Space Launch System) core stage, connecting key systems that will soon power NASA’s return to the Moon. Teams received the Interim Cryogenic Propulsion Stage and moved the SLS core stage into the transfer aisle, clearing another milestone as the agency prepares to fully integrate America’s most powerful rocket. NASA attached the solar array wings that will help power the Orion spacecraft on its journey around the Moon, laying the groundwork for humanity’s next giant leap. Technicians installed the protective fairings on Orion’s service module to shield the spacecraft during its intense launch and ascent phase, as NASA prepares to send astronauts farther than any have gone in more than half a century. The agency’s next-generation mobile launcher continues to take shape, with the sixth of 10 massive modules being installed. This structure will carry future Artemis rockets to the launch pad. NASA and the Department of Defense teamed up aboard the USS Somerset for Artemis II recovery training, ensuring the agency and its partners are ready to safely retrieve Artemis astronauts after their historic mission around the Moon. NASA unveiled the Artemis II mission patch. The patch designates the mission as “AII,” signifying not only the second major flight of the Artemis campaign but also an endeavor of discovery that seeks to explore for all and by all. America First in Space
      NASA announced the first major science results from asteroid Bennu, revealing ingredients essential for life, a discovery made possible by U.S. leadership in planetary science through the OSIRIS-REx (Origins, Spectral Interpretation, Resource Identification, and Security-Regolith Explorer) mission. The team found salty brines, 14 of the 20 amino acids used to make proteins, and all five DNA nucleobases, suggesting that the conditions and ingredients for life were widespread in our early solar system. And this is just the beginning – these results were from analysis of only 0.06% of the sample. NASA was named one of TIME’s Best Companies for Future Leaders, underscoring the agency’s role in cultivating the next generation of American innovators. NASA awarded contracts to U.S. industry supporting Earth science missions,  furthering our understanding of the planet while strengthening America’s industrial base. As part of the Air Traffic Management-Exploration project, NASA supported Boeing’s test of digital and autonomous taxiing with a Cessna Caravan at Moffett Federal Airfield. The test used real-time simulations from the agency’s Future Flight Central to gather data that will help Boeing refine its systems and safely integrate advanced technologies into national airspace, demonstrating American aviation leadership. NASA successfully completed its automated space traffic coordination objectives between the agency’s four Starling spacecraft and SpaceX’s Starlink constellation. Teams demonstrated four risk mitigation maneuvers, autonomously resolving close approaches between two spacecraft with different owner/operators.   In collaboration with the National Institute of Aeronautics, NASA selected eight finalists in a university competition aimed at designing innovative aviation solutions that can help the agriculture industry. NASA’s Gateways to Blue Skies seeks ways to apply American aircraft and aviation technology to enhance the productivity, efficiency, and resiliency of American farms.  In Houston, United Airlines pilots successfully conducted operational tests of NASA-developed technologies designed to reduce flight delays. Using technologies from the Air Traffic Management Exploration project, pilots flew efficient re-routes, avoiding airspace with bad weather upon departure. United plans to expand the use of these capabilities, another example of how NASA innovations benefit all humanity.  On March 11, NASA’s newest astrophysics observatory, SPHEREx, launched on its journey to answer fundamental questions about our universe, thanks to the dedication and expertise of the agency’s team. Riding aboard a SpaceX Falcon 9 from Vandenberg Space Force Base, SPHEREx will scan the entire sky to study how galaxies formed, search for the building blocks of life, and look back to the universe’s earliest moments. After launch, SPHEREx turned on its detectors, and everything is performing as expected. Also onboard were four small satellites for NASA’s PUNCH (Polarimeter to Unify the Corona and Heliosphere) mission, which will help scientists understand how the Sun’s outer atmosphere becomes solar wind. These missions reflect the best of the agency – pushing the boundaries of discovery and expanding our understanding of the cosmos. On March 14, NASA’s EZIE (Electrojet Zeeman Imaging Explorer) mission launched from Vandenberg Space Force Base. This trio of small satellites will study auroral electrojets, or intense electric currents flowing high above Earth’s poles, helping the agency better understand space weather and its effects on our planet. The mission has taken its first measurements, demonstrating that the spacecraft and onboard instrument are working as expected. The X-59 quiet supersonic aircraft cleared another hurdle on its way to first flight. The team successfully completed an engine speed hold test, confirming the “cruise control” system functions as designed.  NASA researchers successfully tested a prototype that could help responders fight and monitor wildfires, even in low-visibility conditions. The Portable Airspace Management System, developed by NASA’s Advanced Capabilities for Emergency Response Operations project, safely coordinated simulated operations involving drones and other aircraft, tackling a major challenge for those on the front lines. This is just one example of how NASA’s innovation is making a difference where it’s needed most.  NASA’s Parker Solar Probe completed its 23rd close approach to the Sun, coming within 3.8 million miles of the solar surface while traveling at 430,000 miles per hour – matching its own records for distance and speed. That same day, Parker Solar Probe was awarded the prestigious Collier Trophy, a well-earned recognition for its groundbreaking contributions to heliophysics.  In response to severe weather that impacted more than 10 states earlier this month, the NASA Disasters Response Coordination System activated to support national partners. NASA worked closely with the National Weather Service and the Federal Emergency Management Agency serving the central and southeastern U.S. to provide satellite data and expertise that help communities better prepare, respond, and recover.  As an example of how NASA’s research today is shaping the transportation of tomorrow, the agency’s aeronautics engineers began a flight test campaign focused on safely integrating air taxis into the national airspace. Using a Joby Aviation demonstrator aircraft, engineers are helping standardize flight test maneuvers, improving tools to assist with collision avoidance and landing operations, and ensuring safe and efficient air taxis operations in various weather conditions. NASA premiered “Planetary Defenders,” a new documentary that follows the dedicated team behind asteroid detection and planetary defense. The film debuted at an event at the agency’s headquarters with digital creators, interagency and international partners, and now is streaming on NASA+, YouTube, and X. In its first 24 hours, it saw 25,000 views on YouTube – 75% above average – and reached 4 million impressions on X.  Finland became the 53rd nation to sign the Artemis Accords, reaffirming its commitment to the peaceful, transparent, and responsible exploration of space. This milestone underscores the growing global coalition led by the United States to establish a sustainable and cooperative presence beyond Earth. In Dhaka, Bangladesh, NASA welcomed a new signatory to the Artemis Accords. Bangladesh became the 54th nation to commit to the peaceful, safe, and responsible exploration of space. It’s a milestone that reflects our shared values and growing global momentum, reaffirming the United States’ leadership in building a global coalition for peaceful space exploration.  At NASA’s Armstrong Flight Research Center in Edwards, California, engineers conducted calibration flights for a new shock-sensing probe that will support future flight tests of the X-59 quiet supersonic demonstrator. Mounted on a research F-15D that will follow the X-59 closely in flight, the probe will gather data on the shock waves the X-59 generates, providing important data about its ability to fly faster than sound, but produce only a quiet thump. In its second asteroid encounter, Lucy flew by the asteroid Donaldjohanson and gave NASA a close look at a uniquely shaped fragment dating back 150 million years – an impressive performance ahead of its main mission target in 2027. A celebration of decades of discovery, NASA’s Hubble Space Telescope celebrated its 35th anniversary with new observations ranging from nearby solar system objects to distant galaxies – proof that Hubble continues to inspire wonder and advance our understanding of the universe. The SPHEREx team rang the closing bell at the New York Stock Exchange, spotlighting NASA’s newest space telescope and its bold mission to explore the origins of the universe. NASA received six Webby Awards and six People’s Voice Awards across platforms – recognition of America’s excellence in digital engagement and public communication. The NASA Electric Aircraft Testbed and Advanced Air Transport Technology project concluded testing of a 2.5-megawatt Wright Electric motor designed to eventually serve large aircraft. The testing used the project’s capabilities to simulate altitude conditions of up to 40,000 feet while the electric motor, the most powerful tested so far at the facility, ran at both full voltage and partial power. NASA partnered with the Department of Energy on the tests. U.S. entities can now request the Glenn Icing Computational Environment (GlennICE) tool from the NASA Software Catalog and discover solutions to icing challenges for novel engine and aircraft designs. A 3D computational tool, GlennICE allows engineers to integrate icing-related considerations earlier in the aircraft design process and enable safer, more efficient designs while saving costs in the design process. For more about NASA’s mission, visit:
      https://www.nasa.gov
      -end-
      Bethany Stevens
      Headquarters, Washington
      202-358-1600
      bethany.c.stevens@nasa.gov
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      Last Updated Apr 29, 2025 EditorJennifer M. DoorenLocationNASA Headquarters Related Terms
      What We Do Missions Science for Everyone STEM Impacts View the full article

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