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ESA moves forward with Destination Earth
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By European Space Agency
Image: This Copernicus Sentinel-2 image captures a cloud-free view over the island of Komodo in southeastern Indonesia. View the full article
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By NASA
5 min read
New NASA Mission to Reveal Earth’s Invisible ‘Halo’
A new NASA mission will capture images of Earth’s invisible “halo,” the faint light given off by our planet’s outermost atmospheric layer, the exosphere, as it morphs and changes in response to the Sun. Understanding the physics of the exosphere is a key step toward forecasting dangerous conditions in near-Earth space, a requirement for protecting Artemis astronauts traveling through the region on the way to the Moon or on future trips to Mars. The Carruthers Geocorona Observatory will launch from NASA’s Kennedy Space Center in Florida no earlier than Tuesday, Sept. 23.
Revealing Earth’s invisible edge
In the early 1970s, scientists could only speculate about how far Earth’s atmosphere extended into space. The mystery was rooted in the exosphere, our atmosphere’s outermost layer, which begins some 300 miles up. Theorists conceived of it as a cloud of hydrogen atoms — the lightest element in existence — that had risen so high the atoms were actively escaping into space.
But the exosphere reveals itself only via a faint “halo” of ultraviolet light known as the geocorona. Pioneering scientist and engineer Dr. George Carruthers set himself the task of seeing it. After launching a few prototypes on test rockets, he developed an ultraviolet camera ready for a one-way trip to space.
Apollo 16 astronaut John Young is pictured on the lunar surface with George Carruthers’ gold-plated Far Ultraviolet Camera/Spectrograph, the first Moon-based observatory. The Lunar Module “Orion” is on the right and the Lunar Roving Vehicle is parked in the background next to the American flag. NASA In April 1972, Apollo 16 astronauts placed Carruthers’ camera on the Moon’s Descartes Highlands, and humanity got its first glimpse of Earth’s geocorona. The images it produced were as stunning for what they captured as they were for what they didn’t.
“The camera wasn’t far enough away, being at the Moon, to get the entire field of view,” said Lara Waldrop, principal investigator for the Carruthers Geocorona Observatory. “And that was really shocking — that this light, fluffy cloud of hydrogen around the Earth could extend that far from the surface.” Waldrop leads the mission from the University of Illinois Urbana-Champaign, where George Carruthers was an alumnus.
The first image of UV light from Earth’s outer atmosphere, the geocorona, taken from a telescope designed and built by George Carruthers. The telescope took the image while on the Moon during the Apollo 16 mission in 1972. G. Carruthers (NRL) et al./Far UV Camera/NASA/Apollo 16 Our planet, in a new light
Today, the exosphere is thought to stretch at least halfway to the Moon. But the reasons for studying go beyond curiosity about its size.
As solar eruptions reach Earth, they hit the exosphere first, setting off a chain of reactions that sometimes culminate in dangerous space weather storms. Understanding the exosphere’s response is important to predicting and mitigating the effects of these storms. In addition, hydrogen — one of the atomic building blocks of water, or H2O — escapes through the exosphere. Mapping that escape process will shed light on why Earth retains water while other planets don’t, helping us find exoplanets, or planets outside our solar system, that might do the same.
NASA’s Carruthers Geocorona Observatory, named in honor of George Carruthers, is designed to capture the first continuous movies of Earth’s exosphere, revealing its full expanse and internal dynamics.
“We’ve never had a mission before that was dedicated to making exospheric observations,” said Alex Glocer, the Carruthers mission scientist at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “It’s really exciting that we’re going to get these measurements for the first time.”
Download this video from NASA’s Scientific Visualization Studio.
Journey to L1
At 531 pounds and roughly the size of a loveseat sofa, the Carruthers spacecraft will launch aboard a SpaceX Falcon 9 rocket along with NASA’s IMAP (Interstellar Mapping and Acceleration Probe) spacecraft and the National Oceanic and Atmospheric Administration’s SWFO-L1 (Space Weather Follow On – Lagrange 1) space weather satellite. After launch, all three missions will commence a four-month cruise phase to Lagrange point 1 (L1), a location approximately 1 million miles closer to the Sun than Earth is. After a one-month period for science checkouts, Carruthers’ two-year science phase will begin in March 2026.
Artist’s concept of the five Sun-Earth Lagrange points in space. At Lagrange points, the gravitational pull of two large masses counteract, allowing spacecraft to reduce fuel consumption needed to remain in position. The L1 point of the Earth-Sun system affords an uninterrupted view of the Sun and will be home to three new heliophysics missions in 2025: NASA’s Interstellar Mapping and Acceleration Probe (IMAP), NASA’s Carruthers Geocorona Observatory, and NOAA’s Space Weather Follow-On – Lagrange 1 (SWFO – L1). NASA’s Conceptual Image Lab/Krystofer Kim From L1, roughly four times farther away than the Moon, Carruthers will capture a comprehensive view of the exosphere using two ultraviolet cameras, a near-field imager and a wide-field imager.
“The near-field imager lets you zoom up really close to see how the exosphere is varying close to the planet,” Glocer said. “The wide-field imager lets you see the full scope and expanse of the exosphere, and how it’s changing far away from the Earth’s surface.”
The two imagers will together map hydrogen atoms as they move through the exosphere and ultimately out to space. But what we learn about atmospheric escape on our home planet applies far beyond it.
“Understanding how that works at Earth will greatly inform our understanding of exoplanets and how quickly their atmospheres can escape,” Waldrop said.
By studying the physics of Earth, the one planet we know that supports life, the Carruthers Geocorona Observatory can help us know what to look for elsewhere in the universe.
The Carruthers Geocorona Observatory mission is led by Lara Waldrop from the University of Illinois Urbana-Champaign. The Space Sciences Laboratory at the University of California, Berkeley leads mission implementation, design and development of the payload in collaboration with Utah State University’s Space Dynamics Laboratory. The Carruthers spacecraft was designed and built by BAE Systems. NASA’s Explorers and Heliophysics Projects Division at the agency’s Goddard Space Flight Center in Greenbelt, Maryland, manages the mission for the agency’s Heliophysics Division at NASA Headquarters in Washington.
By Miles Hatfield
NASA’s Goddard Space Flight Center, Greenbelt, Md.
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Last Updated Sep 18, 2025 Related Terms
Goddard Space Flight Center Heliophysics Heliophysics Division NASA Directorates Science & Research Science Mission Directorate Uncategorized Explore More
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By NASA
NASA researchers Matt Gregory, right, Arwa Awiess, center, and Andrew Guion, left, discuss live flight data being ingested at the Mission Visualization and Research Control Center (MVRCC) at NASA’s Ames Research Center in California’s Silicon Valley on Aug. 21, 2025.NASA/ Brandon Torres-Navarrete NASA and its partners recently tested a tool for remotely piloted operations that could enable operators to transport people and goods more efficiently within urban areas.
The team’s goal is to ensure that when these remotely piloted aircraft – including electric vertical takeoff and landing vehicles (eVTOLs) – take to the skies, air traffic controllers won’t be overburdened by increased flight operations and safety is maintained across the national airspace.
On Aug. 21, NASA’s Air Traffic Management eXploration Project (ATM-X) assisted Wisk Aero when they flew a Bell 206 helicopter in Hollister, California. The purpose of the flight test was to evaluate and fine-tune a ground-based radar developed by Collins Aerospace. The radar, which provides aircraft location data, could be used during future remotely piloted operations to detect and avoid other aircraft in the vicinity. NASA, Wisk, and Collins researchers also used the flight to test data exchange capabilities across different geographic locations between the groups, a critical capability for future remotely piloted operators in a shared airspace. This work builds on a November 2024 flight test NASA performed with Reliable Robotics and Collins Aerospace.
Initial analysis of the August testing of Collins’ ground-based radar actively and accurately surveilled the airspace during the aircraft’s flight test. The Collins radar system also successfully transmitted these data to NASA’s Mission Visualization Research Command Center lab at NASA’s Ames Research Center in California’s Silicon Valley. NASA, Wisk, and Collins will further analyze the flight data to better understand the radar’s performance and data exchange capabilities for future remotely piloted flight tests. This testing is a part of ATM-X’s remotely piloted testing campaign, designed to identify the infrastructure and technologies needed for the Federal Aviation Administration to safely integrate drones and air taxis into the airspace, bringing the movement of people and goods off the ground, and into the sky.
Remotely piloted eVTOL aircraft could bridge the gap for urban communities by offering a more affordable and accessible method of transportation and delivery services in congested, highly-populated areas.
NASA and Wisk will continue to collaborate on emerging eVTOL technologies to safely integrate advanced aircraft, into the national airspace. Together, the teams will gather data on eVTOL performance and characteristics during a flight test of a helicopter, which will act as a “surrogate” simulating an eVTOL flight. This work will mark another critical step towards better connecting communities across the globe.
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By European Space Agency
Video: 00:01:43 An essential part of ESA’s Space Safety programme is dedicated to getting and keeping Earth’s orbits clean from space debris. In the long run, the Agency aspires to stimulate a true circular economy in space, minimising the impact of spaceflight on Earth and its resources where possible. As part of ESA’s Zero Debris approach, new ESA missions will be designed for safe operations and disposal to stop the creation of new debris by 2030.
ESA has now taken another important step on the road towards sustainability in space with its first in-orbit servicing mission RISE, planned for launch in 2029.
RISE is a commercial in-orbit servicing mission that will demonstrate that it can safely rendezvous and dock to a geostationary client satellite, extending the life of geostationary satellites that need support with attitude and orbit control, but are otherwise in working order.
After verifying that it meets all the performance standards in a first demonstration, prime contractor, operator and co-founder D-Orbit will start commercial life extension services for geostationary satellites.
ESA’s RISE mission marks a promising step towards enhancing in-orbit services and technologies, such as refuelling, refurbishment and assembling – all essential elements for creating a circular economy in space.
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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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