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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 Space Force
The first Proliferated Warfighter Space Architecture Tranche 1 Transport Layer space vehicles successfully launched from Vandenberg Space Force Base.
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By NASA
6 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
This artist’s concept shows a brown dwarf — an object larger than a planet but not massive enough to kickstart fusion in its core like a star. Brown dwarfs are hot when they form and may glow like this one, but over time they get closer in temperature to gas giant planets like Jupiter. NOIRLab/NSF/AURA/R. Proctor An unusual cosmic object is helping scientists better understand the chemistry hidden deep in Jupiter and Saturn’s atmospheres — and potentially those of exoplanets.
Why has silicon, one of the most common elements in the universe, gone largely undetected in the atmospheres of Jupiter, Saturn, and gas planets like them orbiting other stars? A new study using observations from NASA’s James Webb Space Telescope sheds light on this question by focusing on a peculiar object that astronomers discovered by chance in 2020 and called “The Accident.”
The results were published on Sept. 4 in the journal Nature.
As shown in this graphic, brown dwarfs can be far more massive than even large gas planets like Jupiter and Saturn. However, they tend to lack the mass that kickstarts nuclear fusion in the cores of stars, causing them to shine. NASA/JPL-Caltech The Accident is a brown dwarf, a ball of gas that’s not quite a planet and not quite a star. Even among its already hard-to-classify peers, The Accident has a perplexing mix of physical features, some of which have been previously seen in only young brown dwarfs and others seen only in ancient ones. Because of those features, it slipped past typical detection methods before being discovered five years ago by a citizen scientist participating in Backyard Worlds: Planet 9. The program lets people around the globe look for new discoveries in data from NASA’s now-retired NEOWISE (Near-Earth Object Wide-field Infrared Survey Explorer), which was managed by NASA’s Jet Propulsion Laboratory in Southern California.
The brown dwarf nicknamed “The Accident” can be seen moving in the bottom left corner of this video, which shows data from NASA’s now-retired NEOWISE (Near-Earth Object Wide-Field Infrared Survey Explorer), launched in 2009 with the moniker WISE. NASA/JPL-Caltech/Dan Caselden The Accident is so faint and odd that researchers needed NASA’s most powerful space observatory, Webb, to study its atmosphere. Among several surprises, they found evidence of a molecule they couldn’t initially identify. It turned out to be a simple silicon molecule called silane (SiH4). Researchers have long expected — but been unable — to find silane not only in our solar system’s gas giants, but also in the thousands of atmospheres belonging to brown dwarfs and to the gas giants orbiting other stars. The Accident is the first such object where this molecule has been identified.
Scientists are fairly confident that silicon exists in Jupiter and Saturn’s atmospheres but that it is hidden. Bound to oxygen, silicon forms oxides such as quartz that can seed clouds on hot gas giants, bearing a resemblance to dust storms on Earth. On cooler gas giants like Jupiter and Saturn, these types of clouds would sink far beneath lighter layers of water vapor and ammonia clouds, until any silicon-containing molecules are deep in the atmosphere, invisible even to the spacecraft that have studied those two planets up close.
Some researchers have also posited that lighter molecules of silicon, like silane, should be found higher up in these atmospheric layers, left behind like traces of flour on a baker’s table. That such molecules haven’t appeared anywhere except in a single, peculiar brown dwarf suggests something about the chemistry occurring in these environments.
“Sometimes it’s the extreme objects that help us understand what’s happening in the average ones,” said Faherty, a researcher at the American Museum of Natural History in New York City, and lead author on the new study.
Happy accident
Located about 50 light-years from Earth, The Accident likely formed 10 billion to 12 billion years ago, making it one of the oldest brown dwarfs ever discovered. The universe is about 14 billion years old, and at the time that The Accident developed, the cosmos contained mostly hydrogen and helium, with trace amounts of other elements, including silicon. Over eons, elements like carbon, nitrogen, and oxygen forged in the cores of stars, so planets and stars that formed more recently possess more of those elements.
Webb’s observations of The Accident confirm that silane can form in brown dwarf and planetary atmospheres. The fact that silane seems to be missing in other brown dwarfs and gas giant planets suggests that when oxygen is available, it bonds with silicon at such a high rate and so easily, virtually no silicon is left over to bond with hydrogen and form silane.
So why is silane in The Accident? The study authors surmise it is because far less oxygen was present in the universe when the ancient brown dwarf formed, resulting in less oxygen in its atmosphere to gobble up all the silicon. The available silicon would have bonded with hydrogen instead, resulting in silane.
“We weren’t looking to solve a mystery about Jupiter and Saturn with these observations,” said JPL’s Peter Eisenhardt, project scientist for the WISE (Wide-field Infrared Survey Explorer) mission, which was later repurposed as NEOWISE. “A brown dwarf is a ball of gas like a star, but without an internal fusion reactor, it gets cooler and cooler, with an atmosphere like that of gas giant planets. We wanted to see why this brown dwarf is so odd, but we weren’t expecting silane. The universe continues to surprise us.”
Brown dwarfs are often easier to study than gas giant exoplanets because the light from a faraway planet is typically drowned out by the star it orbits, while brown dwarfs generally fly solo. And the lessons learned from these objects extend to all kinds of planets, including ones outside our solar system that might feature potential signs of habitability.
“To be clear, we’re not finding life on brown dwarfs,” said Faherty. “But at a high level, by studying all of this variety and complexity in planetary atmospheres, we’re setting up the scientists who are one day going to have to do this kind of chemical analysis for rocky, potentially Earth-like planets. It might not specifically involve silicon, but they’re going to get data that is complicated and confusing and doesn’t fit their models, just like we are. They’ll have to parse all those complexities if they want to answer those big questions.”
More about WISE, Webb
A division of Caltech, JPL managed and operated WISE for NASA’s Science Mission Directorate. The mission was selected competitively under NASA’s Explorers Program managed by the agency’s Goddard Space Flight Center in Greenbelt, Maryland. The NEOWISE mission was a project of JPL and the University of Arizona in Tucson, supported by NASA’s Planetary Defense Coordination Office.
For more information about WISE, go to:
https://www.nasa.gov/mission_pages/WISE/main/index.html
The James Webb Space Telescope is the world’s premier space science observatory, and an international program led by NASA with its partners, ESA (European Space Agency) and CSA (Canadian Space Agency).
To learn more about Webb, visit:
https://science.nasa.gov/webb
News Media Contacts
Calla Cofield
Jet Propulsion Laboratory, Pasadena, Calif.
626-808-2469
calla.e.cofield@jpl.nasa.gov
Christine Pulliam
Space Telescope Science Institute, Baltimore, Md.
cpulliam@stsci.edi
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Last Updated Sep 09, 2025 Related Terms
James Webb Space Telescope (JWST) Brown Dwarfs Exoplanets The Search for Life Explore More
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By NASA
Explore This Section Overview Science Science Findings Juno’s Orbits Spacecraft People Stories Multimedia JunoCam Images Jupiter hosts the brightest and most spectacular auroras in the Solar System. Near its poles, these shimmering lights offer a glimpse into how the planet interacts with the solar wind and moons swept by Jupiter’s magnetic field. Unlike Earth’s northern lights, the largest moons of Jupiter create their own auroral signatures in the planet’s atmosphere — a phenomenon that Earth’s Moon does not produce. These moon-induced auroras, known as “satellite footprints,” reveal how each moon interacts with its local space environment.
Juno capturing the marks on Jupiter of all four Galilean moons. The auroras related to each are labeled Io, Eur (for Europa), Gan (for Ganymede), and Cal (for Callisto). NASA/JPL-Caltech/SwRI/UVS team/MSSS/Gill/Jónsson/Perry/Hue/Rabia Before NASA’s Juno mission, three of Jupiter’s four largest moons, known as Galilean moons — Io, Europa, and Ganymede — were shown to produce these distinct auroral signatures. But Callisto, the most distant of the Galilean moons, remained a mystery. Despite multiple attempts using NASA’s Hubble Space Telescope, Callisto’s footprint had proven elusive, both because it is faint and because it most often lies atop the brighter main auroral oval, the region where auroras are displayed.
NASA’s Juno mission, orbiting Jupiter since 2016, offers unprecedented close-up views of these polar light shows. But to image Callisto’s footprint, the main auroral oval needs to move aside while the polar region is being imaged. And to bring to bear Juno’s arsenal of instruments studying fields and particles, the spacecraft’s trajectory must carry it across the magnetic field line linking Callisto and Jupiter.
These two events serendipitously occurred during Juno’s 22nd orbit of the giant planet, in September 2019, revealing Callisto’s auroral footprint and providing a sample of the particle population, electromagnetic waves, and magnetic fields associated with the interaction.
Jupiter’s magnetic field extends far beyond its major moons, carving out a vast region (magnetosphere) enveloped by, and buffeted by, the solar wind streaming from our Sun. Just as solar storms on Earth push the northern lights to more southern latitudes, Jupiter’s auroras are also affected by our Sun’s activity. In September 2019, a massive, high-density solar stream buffeted Jupiter’s magnetosphere, briefly revealing — as the auroral oval moved toward Jupiter’s equator — a faint but distinct signature associated with Callisto. This discovery finally confirms that all four Galilean moons leave their mark on Jupiter’s atmosphere, and that Callisto’s footprints are sustained much like those of its siblings, completing the family portrait of the Galilean moon auroral signatures.
An international team of scientists led by Jonas Rabia of the Institut de Recherche en Astrophysique et Planétologie (IRAP), CNRS, CNES, in Toulouse, France, published their paper on the discovery, “In situ and remote observations of the ultraviolet footprint of the moon Callisto by the Juno spacecraft,” in the journal Nature Communications on Sept. 1, 2025.
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Last Updated Sep 02, 2025 Related Terms
Auroras Callisto Juno Jupiter Jupiter Moons Keep Exploring Discover More Topics From NASA
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