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By NASA
Japan Aerospace Exploration Agency (JAXA) Researchers from NASA and the Japanese Aerospace Exploration Agency (JAXA) recently tested a scale model of the X-59 experimental aircraft in a supersonic wind tunnel located in Chofu, Japan, to assess the noise audible underneath the aircraft. The model can be seen in the wind tunnel in this image released on July 11, 2025.
The test was an important milestone for NASA’s one-of-a-kind X-59, which is designed to fly faster than the speed of sound without causing a loud sonic boom. When the X-59 flies, sound underneath it – a result of its pressure signature – will be a critical factor for what people hear on the ground.
This marked the third round of wind tunnel tests for the X-59 model, following a previous test at JAXA and at NASA’s Glenn Research Center in Cleveland. The data will help researchers understand the noise level that will be created by the shock waves the X-59 produces at supersonic speeds.
Image credit: JAXA
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By NASA
Dwayne Lavigne works as a controls engineer at NASA’s Stennis Space Center, where he supports NASA’s Artemis mission by programming specialized computers for engine testing.NASA/Danny Nowlin As a controls engineer at NASA’s Stennis Space Center near Bay St. Louis, Mississippi, Dwayne Lavigne does not just fix problems – he helps put pieces together at America’s largest rocket propulsion test site.
“There are a lot of interesting problems to solve, and they are never the same,” Lavigne said. “Sometimes, it is like solving a very cool puzzle and can be pretty satisfying.”
Lavigne programs specialized computers called programmable logic controllers. They are extremely fast and reliable for automating precisely timed operations during rocket engine tests as NASA Stennis supports the agency’s Artemis missions to explore the Moon and build the foundation for the first crewed mission to Mars.
However, the system will not act unless certain parameters are met in the proper sequence. It can be a complex relationship. Sometimes, 20 or 30 things must be in the correct configuration to perform an operation, such as making a valve open or close, or turning a motor on or off.
The Picayune, Mississippi, native is responsible for establishing new signal paths between test hardware and the specialized computers.
He also develops the human machine interface for the controls. The interface is a screen graphic that test engineers use to interact with hardware.
Lavigne has worked with NASA for more than a decade. One of his proudest work moments came when he contributed to development of an automated test sequencing routine used during all RS-25 engine tests on the Fred Haise Test Stand.
“We’ve had many successful tests over the years, and each one is a point of pride,” he said.
When Lavigne works on the test stand, he works with the test hardware and interacts with technicians and engineers who perform different tasks than he does. It provides an appreciation for the group effort it takes to support NASA’s mission.
“The group of people I work with are driven to get the job done and get it done right,” he said.
In total, Lavigne has been part of the NASA Stennis federal city for 26 years. He initially worked as a contractor with the Naval Oceanographic Office as a data entry operator and with the Naval Research Laboratory as a software developer.
September marks 55 years since NASA Stennis became a federal city. NASA, and more than 50 companies, organizations, and agencies located onsite share in operating costs, which allows tenants to direct more of their funding to individual missions.
“Stennis has a talented workforce accomplishing many different tasks,” said Lavigne. “The three agencies I’ve worked with at NASA Stennis are all very focused on doing the job correctly and professionally. In all three agencies, people realize that lives could be at risk if mistakes are made or shortcuts are taken.”
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By USH
In 1992, Dr. Gregory Rogers a NASA flight surgeon and former Chief of Aerospace Medicine witnessed an event that would stay with him for more than three decades. Now, after years of silence, he’s finally revealing the details of a 15-minute encounter that shattered everything he thought he knew about aerospace technology.
With a distinguished career that includes support for 31 space shuttle launches, training as an F-16 pilot, and deep involvement in classified aerospace programs, Dr. Rogers brings unmatched credibility to the conversation. His firsthand account of observing what appeared to be a reverse-engineered craft, emblazoned with "U.S. Air Force" markings, raises profound questions about the true timeline of UAP development and disclosure.
The full interview spans nearly two hours. To help navigate the discussion, here’s a timeline so you can jump to the segments that interest you most.
00:00 Introduction and Dr. Rogers' Unprecedented Credentials 07:25 The 1992 Cape Canaveral Encounter Begins 18:45 Inside the Hangar: First Glimpse of the Craft 26:30 "We Got It From Them" - The Shocking Revelation 35:15 Technical Analysis: Impossible Flight Characteristics 43:40 Electromagnetic Discharges and Advanced Propulsion 52:20 The Cover Story and 33 Years of Silence 1:01:10 Why He's Speaking Out Now: Grush and Fravor's Influence 1:08:45 Bob Lazar Connections and Reverse Engineering Timeline 1:17:20 Flight Surgeon Stories: The Human Side of Classified Work 1:25:50 G-Force Brain Injuries: An Unreported Military Crisis 1:34:30 Columbia Disaster: When Safety Warnings Are Ignored 1:43:15 The Bureaucratic Resistance to Truth 1:50:40 Congressional Testimony and The Path Forward 1:58:25 Final Thoughts: Legacy vs. Truth
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