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By NASA
Credit: NASA NASA has selected Troy Sierra JV, LLC of Huntsville, Alabama, to provide engineering, research, and scientific support at the agency’s Glenn Research Center in Cleveland.
The Test Facility Operations, Maintenance, and Engineering Services III contract is a cost-plus-fixed-fee, indefinite-delivery/indefinite-quantity contract with a maximum potential value of approximately $388.3 million. The performance period begins Jan. 1, 2026, with a three-year base period followed by a two-year option, and a potential six-month extension through June 2031.
This contract will provide and manage the engineering, technical, manufacturing, development, operations, maintenance, inspection, and certification support services needed to conduct aerospace testing in NASA Glenn’s facilities and laboratories.
For information about NASA and other agency programs, visit:
https://www.nasa.gov
-end-
Tiernan Doyle
Headquarters, Washington
202-358-1600
tiernan.doyle@nasa.gov
Jan Wittry
Glenn Research Center, Cleveland
216-433-5466
jan.m.wittry-1@nasa.gov
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Last Updated Sep 12, 2025 LocationNASA Headquarters Related Terms
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By NASA
5 Min Read NASA’s X-59 Moves Toward First Flight at Speed of Safety
NASA’s X-59 quiet supersonic research aircraft is seen at dawn with firetrucks and safety personnel nearby during a hydrazine safety check at U.S. Air Force Plant 42 in Palmdale, California, on Aug. 18, 2025. The operation highlights the extensive precautions built into the aircraft’s safety procedures for a system that serves as a critical safeguard, ensuring the engine can be restarted in flight as the X-59 prepares for its first flight. Credits: Lockheed Martin As NASA’s one-of-a-kind X-59 quiet supersonic research aircraft approaches first flight, its team is mapping every step from taxi and takeoff to cruising and landing – and their decision-making is guided by safety.
First flight will be a lower-altitude loop at about 240 mph to check system integration, kicking off a phase of flight testing focused on verifying the aircraft’s airworthiness and safety. During subsequent test flights, the X-59 will go higher and faster, eventually exceeding the speed of sound. The aircraft is designed to fly supersonic while generating a quiet thump rather than a loud sonic boom.
To help ensure that first flight – and every flight after that – will begin and end safely, engineers have layered protection into the aircraft.
The X-59’s Flight Test Instrumentation System (FTIS) serves as one of its primary record keepers, collecting and transmitting audio, video, data from onboard sensors, and avionics information – all of which NASA will track across the life of the aircraft.
“We record 60 different streams of data with over 20,000 parameters on board,” said Shedrick Bessent, NASA X-59 instrumentation engineer. “Before we even take off, it’s reassuring to know the system has already seen more than 200 days of work.”
Through ground tests and system evaluations, the system has already generated more than 8,000 files over 237 days of recording. That record provides a detailed history that helps engineers verify the aircraft’s readiness for flight.
Maintainers perform a hydrazine safety check on the agency’s quiet supersonic X-59 aircraft at U.S. Air Force Plant 42 in Palmdale, California, on Aug. 18, 2025. Hydrazine is a highly toxic chemical, but it serves as a critical backup to restart the engine in flight, if necessary, and is one of several safety features being validated ahead of the aircraft’s first flight.Credits: Lockheed Martin “There’s just so much new technology on this aircraft, and if a system like FTIS can offer a bit of relief by showing us what’s working – with reliability and consistency – that reduces stress and uncertainty,” Bessent said. “I think that helps the project just as much as it helps our team.”
The aircraft also uses a digital fly-by-wire system that will keep the aircraft stable and limit unsafe maneuvers. First developed in the 1970s at NASA’s Armstrong Flight Research Center in Edwards, California, digital fly-by-wire replaced how aircraft were flown, moving away from traditional cables and pulleys to computerized flight controls and actuators.
On the X-59, the pilot’s inputs – such as movement of the stick or throttle – are translated into electronic signals and decoded by a computer. Those signals are then sent through fiber-optic wires to the aircraft’s surfaces, like its wings and tail.
Additionally, the aircraft uses multiple computers that back each other up and keep the system operating. If one fails, another takes over. The same goes for electrical and hydraulic systems, which also have independent backup systems to ensure the aircraft can fly safely.
Onboard batteries back up the X-59’s hydraulic and electrical systems, with thermal batteries driving the electric pump that powers hydraulics. Backing up the engine is an emergency restart system that uses hydrazine, a highly reactive liquid fuel. In the unlikely event of a loss of power, the hydrazine system would restart the engine in flight. The system would help restore power so the pilot could stabilize or recover the aircraft.
Maintainers perform a hydrazine safety check on NASA’s quiet supersonic X-59 aircraft at U.S. Air Force Plant 42 in Palmdale, California, on Aug. 18, 2025. Hydrazine is a highly toxic chemical, but it serves as a critical backup to restart the engine in flight, if necessary, which is one of several safety features being validated ahead of the aircraft’s first flight. Credits: Lockheed Martin Protective Measures
Behind each of these systems is a team of engineers, technicians, safety and quality assurance experts, and others. The team includes a crew chief responsible for maintenance on the aircraft and ensuring the aircraft is ready for flight.
“I try to always walk up and shake the crew chief’s hand,” said Nils Larson, NASA X-59 lead test pilot. “Because it’s not your airplane – it’s the crew chief’s airplane – and they’re trusting you with it. You’re just borrowing it for an hour or two, then bringing it back and handing it over.”
Larson, set to serve as pilot for first flight, may only be borrowing the aircraft from the X-59’s crew chiefs – Matt Arnold from X-59 contractor Lockheed Martin and Juan Salazar from NASA – but plenty of the aircraft’s safety systems were designed specifically to protect the pilot in flight.
The X-59’s life support system is designed to deliver oxygen through the pilot’s mask to compensate for the decreased atmospheric pressure at the aircraft’s cruising altitude of 55,000 feet – altitudes more than twice as high as that of a typical airliner. In order to withstand high-altitude flight, Larson will also wear a counter-pressure garment, or g-suit, similar to what fighter pilots wear.
In the unlikely event it’s needed, the X-59 also features an ejection seat and canopy adapted from a U.S. Air Force T-38 trainer, which comes equipped with essentials like a first aid kit, radio, and water. Due to the design, build, and test rigor put into the X-59, the ejection seat is a safety measure.
All these systems form a network of safety, adding confidence to the pilot and engineers as they approach to the next milestone – first flight.
“There’s a lot of trust that goes into flying something new,” Larson said. “You’re trusting the engineers, the maintainers, the designers – everyone who has touched the aircraft. And if I’m not comfortable, I’m not getting in. But if they trust the aircraft, and they trust me in it, then I’m all in.”
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Last Updated Sep 12, 2025 EditorDede DiniusContactNicolas Cholulanicolas.h.cholula@nasa.govLocationArmstrong Flight Research Center Related Terms
Armstrong Flight Research Center Advanced Air Vehicles Program Aeronautics Aeronautics Research Mission Directorate Ames Research Center Glenn Research Center Langley Research Center Low Boom Flight Demonstrator Quesst (X-59) Supersonic Flight Explore More
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Researchers in the Verification and Validation Lab at NASA’s Ames Research Center in California’s Silicon Valley monitor a simulated drone’s flight path during a test of the FUSE demonstration.NASA/Brandon Torres Navarrete Through an ongoing collaboration, NASA and the Department of War are working to advance the future of modern drones to support long distance cargo transportation that could increase efficiency, reduce human workload, and enhance safety.
Researchers from NASA’s Ames Research Center in California’s Silicon Valley recently participated in a live flight demonstration showcasing how drones can successfully fly without their operators being able to see them, a concept known as beyond visual line of sight (BVLOS).
Cargo drones, a type of Unmanned Aerial Systems (UAS), carried various payloads more than 75 miles across North Dakota, between Grand Forks Air Force Base and Cavalier Space Force Station. This demonstration was conducted as part of the War Department’s UAS Logistics, Traffic, Research, and Autonomy (ULTRA) effort.
NASA’s UAS Service Supplier (USS) technology helped to demonstrate that cargo drones could operate safely even in complex, shared airspace. During the tests, flight data including location, altitude, and other critical data were transmitted live to the NASA system, ensuring full situational awareness throughout the demonstration.
Terrence Lewis and Sheryl Jurcak, members of the FUSE project team at NASA Ames, discuss the monitoring efforts of the FUSE demonstration at the Airspace Operations Lab. NASA/Brandon Torres Navarrete The collaboration between NASA and the Department of War is known as the Federal USS Synthesis Effort (FUSE). The demonstration allowed FUSE researchers to test real-time tracking, situational awareness, and other factors important to safely integrating of drone traffic management into U.S. national airspace. The FUSE work marks an important step towards routine, scalable autonomous cargo drone operations and broader use for future military logistics.
“NASA and the Department of War have a long and storied partnership, collaborating with one another to contribute to continued advancement of shared American ideals,” said Todd Ericson, senior advisor to the NASA administrator. “FUSE builds upon our interagency cooperation to contribute enhanced capabilities for drones flying beyond the visual line of sight. This mission is the next big step toward true autonomous flight and will yield valuable insights that we can leverage as both the commercial drone, cargo and urban air taxi industries continue to expand and innovate. As always, safety is of paramount importance at NASA, and we are working with our partners at the FAA and Department of Transportation to ensure we regulate this appropriately.”
Autonomous and semi-autonomous drones could potentially support a broad range of tasks for commercial, military, and private users. They could transport critical medical supplies to remote locations, monitor wildfires from above, allow customers to receive deliveries directly in their backyards. NASA is researching technology to further develop the infrastructure needed for these operations to take place safely and effectively, without disrupting the existing U.S. airspace.
“This system is crucial for enabling safe, routine BVLOS operations,” said Terrence Lewis, FUSE project manager at NASA Ames. “It ensures all stakeholders can see and respond to drone activity, which provides the operator with greater situational awareness.”
NASA Ames is collaborating on the FUSE project with the War Department’s Office of the Undersecretary of War for Acquisition and Sustainment. The NASA FUSE effort is also collaborating with ULTRA, a multi-entity partnership including the Office of the Secretary of War, the County of Grand Forks, the Northern Plains UAS Test Site, the Grand Sky Development, the Air Force Research Laboratory, and several other commercial partners, aiming to bolster capabilities within the National Airspace System.
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Last Updated Sep 12, 2025 Related Terms
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By NASA
Honolulu is pictured here beside a calm sea in 2017. A JPL technology recently detected and confirmed a tsunami up to 45 minutes prior to detection by tide gauges in Hawaii, and it estimated the speed of the wave to be over 580 miles per hour (260 meters per second) near the coast.NASA/JPL-Caltech A massive earthquake and subsequent tsunami off Russia in late July tested an experimental detection system that had deployed a critical component just the day before.
A recent tsunami triggered by a magnitude 8.8 earthquake off Russia’s Kamchatka Peninsula sent pressure waves to the upper layer of the atmosphere, NASA scientists have reported. While the tsunami did not wreak widespread damage, it was an early test for a detection system being developed at the agency’s Jet Propulsion Laboratory in Southern California.
Called GUARDIAN (GNSS Upper Atmospheric Real-time Disaster Information and Alert Network), the experimental technology “functioned to its full extent,” said Camille Martire, one of its developers at JPL. The system flagged distortions in the atmosphere and issued notifications to subscribed subject matter experts in as little as 20 minutes after the quake. It confirmed signs of the approaching tsunami about 30 to 40 minutes before waves made landfall in Hawaii and sites across the Pacific on July 29 (local time).
“Those extra minutes of knowing something is coming could make a real difference when it comes to warning communities in the path,” said JPL scientist Siddharth Krishnamoorthy.
Near-real-time outputs from GUARDIAN must be interpreted by experts trained to identify the signs of tsunamis. But already it’s one of the fastest monitoring tools of its kind: Within about 10 minutes of receiving data, it can produce a snapshot of a tsunami’s rumble reaching the upper atmosphere.
The dots in this graph indicate wave disturbances in the ionosphere as measured be-tween ground stations and navigation satellites. The initial spike shows the acoustic wave coming from the epicenter of the July 29 quake that caused the tsunami; the red squiggle shows the gravity wave the tsunami generated.NASA/JPL-Caltech The goal of GUARDIAN is to augment existing early warning systems. A key question after a major undersea earthquake is whether a tsunami was generated. Today, forecasters use seismic data as a proxy to predict if and where a tsunami could occur, and they rely on sea-based instruments to confirm that a tsunami is passing by. Deep-ocean pressure sensors remain the gold standard when it comes to sizing up waves, but they are expensive and sparse in locations.
“NASA’s GUARDIAN can help fill the gaps,” said Christopher Moore, director of the National Oceanic and Atmospheric Administration Center for Tsunami Research. “It provides one more piece of information, one more valuable data point, that can help us determine, yes, we need to make the call to evacuate.”
Moore noted that GUARDIAN adds a unique perspective: It’s able to sense sea surface motion from high above Earth, globally and in near-real-time.
Bill Fry, chair of the United Nations technical working group responsible for tsunami early warning in the Pacific, said GUARDIAN is part of a technological “paradigm shift.” By directly observing ocean dynamics from space, “GUARDIAN is absolutely something that we in the early warning community are looking for to help underpin next generation forecasting.”
How GUARDIAN works
GUARDIAN takes advantage of tsunami physics. During a tsunami, many square miles of the ocean surface can rise and fall nearly in unison. This displaces a significant amount of air above it, sending low-frequency sound and gravity waves speeding upwards toward space. The waves interact with the charged particles of the upper atmosphere — the ionosphere — where they slightly distort the radio signals coming down to scientific ground stations of GPS and other positioning and timing satellites. These satellites are known collectively as the Global Navigation Satellite System (GNSS).
While GNSS processing methods on Earth correct for such distortions, GUARDIAN uses them as clues.
SWOT Satellite Measures Pacific Tsunami The software scours a trove of data transmitted to more than 350 continuously operating GNSS ground stations around the world. It can potentially identify evidence of a tsunami up to about 745 miles (1,200 kilometers) from a given station. In ideal situations, vulnerable coastal communities near a GNSS station could know when a tsunami was heading their way and authorities would have as much as 1 hour and 20 minutes to evacuate the low-lying areas, thereby saving countless lives and property.
Key to this effort is the network of GNSS stations around the world supported by NASA’s Space Geodesy Project and Global GNSS Network, as well as JPL’s Global Differential GPS network that transmits the data in real time.
The Kamchatka event offered a timely case study for GUARDIAN. A day before the quake off Russia’s northeast coast, the team had deployed two new elements that were years in the making: an artificial intelligence to mine signals of interest and an accompanying prototype messaging system.
Both were put to the test when one of the strongest earthquakes ever recorded spawned a tsunami traveling hundreds of miles per hour across the Pacific Ocean. Having been trained to spot the kinds of atmospheric distortions caused by a tsunami, GUARDIAN flagged the signals for human review and notified subscribed subject matter experts.
Notably, tsunamis are most often caused by large undersea earthquakes, but not always. Volcanic eruptions, underwater landslides, and certain weather conditions in some geographic locations can all produce dangerous waves. An advantage of GUARDIAN is that it doesn’t require information on what caused a tsunami; rather, it can detect that one was generated and then can alert the authorities to help minimize the loss of life and property.
While there’s no silver bullet to stop a tsunami from making landfall, “GUARDIAN has real potential to help by providing open access to this data,” said Adrienne Moseley, co-director of the Joint Australian Tsunami Warning Centre. “Tsunamis don’t respect national boundaries. We need to be able to share data around the whole region to be able to make assessments about the threat for all exposed coastlines.”
To learn more about GUARDIAN, visit:
https://guardian.jpl.nasa.gov
News Media Contacts
Jane J. Lee / Andrew Wang
Jet Propulsion Laboratory, Pasadena, Calif.
626-379-6874 / 818-354-0307
jane.j.lee@jpl.nasa.gov / andrew.wang@jpl.nasa.gov
Written by Sally Younger
2025-117
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