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Astronomers Announce First Clear Evidence of a Brown Dwarf
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By European Space Agency
Image: First view of aerosols from MetOp Second Generation’s 3MI instrument View the full article
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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
5 min read
Astronomers Map Stellar ‘Polka Dots’ Using NASA’s TESS, Kepler
Scientists have devised a new method for mapping the spottiness of distant stars by using observations from NASA missions of orbiting planets crossing their stars’ faces. The model builds on a technique researchers have used for decades to study star spots.
By improving astronomers’ understanding of spotty stars, the new model — called StarryStarryProcess — can help discover more about planetary atmospheres and potential habitability using data from telescopes like NASA’s upcoming Pandora mission.
“Many of the models researchers use to analyze data from exoplanets, or worlds beyond our solar system, assume that stars are uniformly bright disks,” said Sabina Sagynbayeva, a graduate student at Stony Brook University in New York. “But we know just by looking at our own Sun that stars are more complicated than that. Modeling complexity can be difficult, but our approach gives astronomers an idea of how many spots a star might have, where they are located, and how bright or dark they are.”
A paper describing StarryStarryProcess, led by Sagynbayeva, published Monday, August 25, in The Astrophysical Journal.
Watch to learn how a new tool uses data from exoplanets, worlds beyond our solar system, to tell us about their polka-dotted stars.
NASA’s Goddard Space Flight Center
Download images and videos through NASA’s Scientific Visualization Studio.
NASA’s TESS (Transiting Exoplanet Survey Satellite) and now-retired Kepler Space Telescope were designed to identify planets using transits, dips in stellar brightness caused when a planet passes in front of its star.
These measurements reveal how the star’s light varies with time during each transit, and astronomers can arrange them in a plot astronomers call a light curve. Typically, a transit light curve traces a smooth sweep down as the planet starts passing in front of the star’s face. It reaches a minimum brightness when the world is fully in front of the star and then rises smoothly as the planet exits and the transit ends.
By measuring the time between transits, scientists can determine how far the planet lies from its star and estimate its surface temperature. The amount of missing light from the star during a transit can reveal the planet’s size, which can hint at its composition.
Every now and then, though, a planet’s light curve appears more complicated, with smaller dips and peaks added to the main arc. Scientists think these represent dark surface features akin to sunspots seen on our own Sun — star spots.
The Sun’s total number of sunspots varies as it goes through its 11-year solar cycle. Scientists use them to determine and predict the progress of that cycle as well as outbreaks of solar activity that could affect us here on Earth.
Similarly, star spots are cool, dark, temporary patches on a stellar surface whose sizes and numbers change over time. Their variability impacts what astronomers can learn about transiting planets.
Scientists have previously analyzed transit light curves from exoplanets and their host stars to look at the smaller dips and peaks. This helps determine the host star’s properties, such as its overall level of spottiness, inclination angle of the planet’s orbit, the tilt of the star’s spin compared to our line of sight, and other factors. Sagynbayeva’s model uses light curves that include not only transit information, but also the rotation of the star itself to provide even more detailed information about these stellar properties.
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This artist’s concept illustrates the varying brightness of star with a transiting planet and several star spots. NASA’s Goddard Space Flight Center “Knowing more about the star in turn helps us learn even more about the planet, like a feedback loop,” said co-author Brett Morris, a senior software engineer at the Space Telescope Science Institute in Baltimore. “For example, at cool enough temperatures, stars can have water vapor in their atmospheres. If we want to look for water in the atmospheres of planets around those stars — a key indicator of habitability — we better be very sure that we’re not confusing the two.”
To test their model, Sagynbayeva and her team looked at transits from a planet called TOI 3884 b, located around 141 light-years away in the northern constellation Virgo.
Discovered by TESS in 2022, astronomers think the planet is a gas giant about five times bigger than Earth and 32 times its mass.
The StarryStarryProcess analysis suggests that the planet’s cool, dim star — called TOI 3384 — has concentrations of spots at its north pole, which also tips toward Earth so that the planet passes over the pole from our perspective.
Currently, the only available data sets that can be fit by Sagynbayeva’s model are in visible light, which excludes infrared observations taken by NASA’s James Webb Space Telescope. But NASA’s upcoming Pandora mission will benefit from tools like this one. Pandora, a small satellite developed through NASA’s Astrophysics Pioneers Program, will study the atmospheres of exoplanets and the activity of their host stars with long-duration multiwavelength observations. The Pandora mission’s goal is to determine how the properties of a star’s light differs when it passes through a planet’s atmosphere so scientists can better measure those atmospheres using Webb and other missions.
“The TESS satellite has discovered thousands of planets since it launched in 2018,” said Allison Youngblood, TESS project scientist at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “While Pandora will study about 20 worlds, it will advance our ability to pick out which signals come from stars and which come from planets. The more we understand the individual parts of a planetary system, the better we understand the whole — and our own.”
Facebook logo @NASAUniverse @NASAUniverse Instagram logo @NASAUniverse By Jeanette Kazmierczak
NASA’s Goddard Space Flight Center, Greenbelt, Md.
Media Contact:
Alise Fisher
202-358-2546
alise.m.fisher@nasa.gov
NASA Headquarters, Washington
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Last Updated Aug 25, 2025 Related Terms
Astrophysics Exoplanet Atmosphere Exoplanets Galaxies, Stars, & Black Holes Galaxies, Stars, & Black Holes Research Goddard Space Flight Center Kepler / K2 Stars TESS (Transiting Exoplanet Survey Satellite) The Universe View the full article
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