NASA celebrated the full restoration of its Guam Remote Station with a ribbon-cutting on Sept. 10, closing out more than three years of recovery after Super Typhoon Mawar devastated the site in 2023. Engineers from across the agency completed the final and most complex step of the rebuild on July 1, when they returned the station’s central antenna to service.

For nearly three decades, the Guam Remote Station has been one of three ground stations supporting NASA’s Tracking and Data Relay Satellites, or TDRS, a critical part of the Near Space Network. From 22,000 miles above Earth, the relays link spacecraft in low Earth orbit with the ground, allowing flight controllers to communicate with astronauts, command spacecraft, and receive mission data. The Guam station alone closes the “Zone of Exclusion,” a stretch of orbit beyond the relays’ line of sight. Without it, the International Space Station can lose contact with Earth for up to 20 minutes of every 90-minute orbit, an unacceptable risk for crewed missions.

On May 24, 2023, the Category 4 super typhoon struck Guam with 185 mph winds and more than 28 inches of rain, destroying two 16.5-meter antennas and damaging an 11-meter north antenna and the Inter Facility Link building at NASA’s station. The Zone of Exclusion reopened for the first time since 1998, cutting TDRS coverage to about 85% of a spacecraft’s orbit.

NASA made emergency repairs to the least-damaged antenna and borrowed two mobile terminals from the U.S. Army to expand coverage. The patchwork restored partial service within months, in time for a November 2023 spacewalk.

In early 2025, Congress dedicated disaster-relief funding to rebuild the ground station and harden the network against future storms. Construction began that summer and finished in summer 2026, when the rebuilt central antenna rejoined TDRS operations and the Zone of Exclusion closed once more. The same appropriation funded critical upgrades at three additional Near Space Network ground stations.

At the ribbon-cutting, representatives from NASA’s SCaN (Space Communications and Navigation) Division joined the station’s workforce and local leaders to mark the central antenna’s return to service. The Guam team, which led debris removal, site security, and on-island recovery, was recognized for its  work to keep NASA connected to its missions through the outage and rebuild. A companion ceremony at NASA’s White Sands Complex in Las Cruces, New Mexico, honored the engineers and specialists across SCaN who supported the recovery off island.

“The return to service of the Guam Remote Station’s central antenna represents far more than the restoration of a critical piece of infrastructure — it is a testament to the dedication, resilience, and ingenuity of the people who made it possible,” said Jena Garrahy, Deputy Program Manager for Network Operations. “Through long days, challenging conditions, and unexpected obstacles, this team remained focused on the missions that depend on these critical assets every day.”

The Near Space Network is funded by SCaN, a division of NASA’s Research and Technology Mission Directorate, at the agency’s Headquarters in Washington. The network is operated out of NASA’s Goddard Space Flight Center in Greenbelt, Maryland. Repairs of the Guam Remote Station were managed out of NASA’s Glenn Research Center in Cleveland.

This summer, NASA test pilot Mike Lippert powered up the X‑59 cockpit for the first time, running the aircraft’s engines on the ground during a key step in his months of preparation and training to fly the experimental aircraft. 

“Getting into the cockpit of the X‑59 felt very comfortable,” said Lippert, the newest X-59 test pilot for NASA’s Quesst mission. “The whole team has done a tremendous job of making sure I am trained and prepared.”

Lippert’s first powered interaction with the aircraft demonstrated how mentorship works in NASA’s test pilot community. The X‑59’s two established pilots, Nils Larson and Jim “Clue” Less, guided him throughout the test. Larson monitored Lippert’s coordination with the control room, while Less answered questions and provided coaching. 

Their feedback, along with insights from experienced engineers, turned the startup sequence into a detailed training exercise to strengthen Lippert’s understanding of the X‑59’s systems and the pace of test operations. 

The X-59 is a revolutionary design, shaped to create a quiet thump instead of a sonic boom when flying faster than the speed of sound. The test pilots’ experience and skill will allow NASA to safely test the aircraft, then eventually fly it over U.S. communities to gather data on how the public perceives the sounds it makes. 

The engine run also introduced Lippert to the X‑59’s maintenance crew. As the test progressed, Lippert saw how the cockpit and control room work together during critical operations. Watching the real-time rhythm, he said, provided a better understanding of how NASA’s flight test teams align to ensure safety and precision. 

Lippert credited the test team’s operating practices and leadership for helping him prepare for flight. He spent extensive time in the X-59’s high-fidelity simulator — designed to match the aircraft’s cockpit — for training, aircraft familiarization, and mission rehearsal. The simulation team’s members are absolute experts on the aircraft and have been key contributors to his training and the program as a whole, Lippert said. 

Lippert said he felt energized after powering on the aircraft’s systems for the first time, adding the milestone left him feeling ready for upcoming test flights. The X-59 will continue to progress through envelope expansion and test its performance under various flight conditions. In the coming months, it will advance toward acoustic validation flight tests to study the sonic thumps it is designed to make.

Learn more about the Quesst mission on NASA’s site.  

The post NASA’s New X-59 Test Pilot Gets Behind Controls for Ground Test appeared first on NASA Science.

Memorial Day weekend 2024 started with a blue sky and a mild three- to four-foot chop in the water off the Gulf Coast of Mississippi — a perfect day for a fishing competition. A team of five was about 40 miles offshore checking their sonar, and 30 seconds later the boat was gone. They were in the water struggling to pull on life jackets and grab the coolers as they bobbed up. When a boat sinks, survivors can be virtually invisible amid the vast expanse of water.

When their fishing trip went wrong, Easton Barrett had the only mobile phone and no cell service. He recorded a brief farewell, planning to put his phone in a cooler in hopes someone would find it.

Another team member activated a personal locator beacon (PLB) that had been stowed at the last minute, which sent a distress signal to the Search and Rescue Satellite-Aided Tracking (SARSAT) technology carried by multiple satellites in Earth orbit. In the SARSAT system, developed partly by NASA, an emergency signal containing the transmitter’s location is directed to the nearest available ground station.

A mission control center then alerts rescue coordination centers to mobilize search and rescue crews. For Barrett and his crew, that was a Florida Coast Guard boat.

“Ever since, I have tried to teach others about safety on the water and in the outdoors by using a PLB,” said Barrett. “If that will save one life, it’s worth the effort.”

A beacon like the one that saved his crew, a registered ResQLink PLB developed by ACR Electronics Inc. of Fort Lauderdale, Florida, also notifies the device owner’s emergency contact, indicating a distress call was activated. All emergency beacons must meet the same requirements to ensure they work when needed. Every rugged, buoyant, handheld devices have a five- to 10-year battery life.

SARSAT began operations in 1982, becoming an international collaboration in 1985. The flight and ground technologies used globally were originally developed at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. Now there are 62 satellites in the program and 45 nations contributing services, from operating ground stations to providing rescue crews. More than 63,000 lives have been saved.

SARSAT by the Numbers

The Search and Rescue Satellite-Aided Tracking system developed over several decades by NASA and other government agencies saves lives on land or at sea.

• 1982 — the start of U.S. operations
• 1985 — the start of international operations
• 62 operational satellites
• 45 nations contributing services
• 63,000+ lives saved

One rescue in 2024 demonstrates how it all comes together.

• 40 miles off the Mississippi Gulf Coast
• 5-person team participating in a fishing competition 
• 30 seconds for a boat to sink
• 200 pounds of bait dumped to make a cooler buoyant
• 3 close encounters with wildlife, likely sharks and eels
• 4 hours in the water
• 1 personal locator beacon
• 1 Coast Guard rescue boat
• 5 lives saved

The post NASA’s Life-Saving Technology Where Cell Signals Can’t Go appeared first on NASA Science.

Memorial Day weekend 2024 started with a blue sky and a mild three- to four-foot chop in the water off the Gulf Coast of Mississippi — a perfect day for a fishing competition. A team of five was about 40 miles offshore checking their sonar, and 30 seconds later the boat was gone. They were in the water struggling to pull on life jackets and grab the coolers as they bobbed up. When a boat sinks, survivors can be virtually invisible amid the vast expanse of water.

When their fishing trip went wrong, Easton Barrett had the only mobile phone and no cell service. He recorded a brief farewell, planning to put his phone in a cooler in hopes someone would find it.

Another team member activated a personal locator beacon (PLB) that had been stowed at the last minute, which sent a distress signal to the Search and Rescue Satellite-Aided Tracking (SARSAT) technology carried by multiple satellites in Earth orbit. In the SARSAT system, developed partly by NASA, an emergency signal containing the transmitter’s location is directed to the nearest available ground station.

A mission control center then alerts rescue coordination centers to mobilize search and rescue crews. For Barrett and his crew, that was a Florida Coast Guard boat.

“Ever since, I have tried to teach others about safety on the water and in the outdoors by using a PLB,” said Barrett. “If that will save one life, it’s worth the effort.”

A beacon like the one that saved his crew, a registered ResQLink PLB developed by ACR Electronics Inc. of Fort Lauderdale, Florida, also notifies the device owner’s emergency contact, indicating a distress call was activated. All emergency beacons must meet the same requirements to ensure they work when needed. Every rugged, buoyant, handheld devices have a five- to 10-year battery life.

SARSAT began operations in 1982, becoming an international collaboration in 1985. The flight and ground technologies used globally were originally developed at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. Now there are 62 satellites in the program and 45 nations contributing services, from operating ground stations to providing rescue crews. More than 63,000 lives have been saved.

SARSAT by the Numbers

The Search and Rescue Satellite-Aided Tracking system developed over several decades by NASA and other government agencies saves lives on land or at sea.

• 1982 — the start of U.S. operations
• 1985 — the start of international operations
• 62 operational satellites
• 45 nations contributing services
• 63,000+ lives saved

One rescue in 2024 demonstrates how it all comes together.

• 40 miles off the Mississippi Gulf Coast
• 5-person team participating in a fishing competition 
• 30 seconds for a boat to sink
• 200 pounds of bait dumped to make a cooler buoyant
• 3 close encounters with wildlife, likely sharks and eels
• 4 hours in the water
• 1 personal locator beacon
• 1 Coast Guard rescue boat
• 5 lives saved

NASA opened its newest wind tunnel, the Flight Dynamics Research Facility, Friday, providing a critical resource for the agency and its partners to test the safety and performance of future generations of aircraft, rockets, and space exploration vehicles.

Located at NASA’s Langley Research Center in Hampton, Virginia, the Flight Dynamics Research Facility will support advances in aircraft safety, X‑plane development, drone research, and spacecraft technology. The facility will enable both free‑flight and mounted testing of a wide range of scale-model vehicles designed to travel through an atmosphere, from airplanes to space capsules returning to Earth.

“The Flight Dynamics Research Facility is NASA’s first major new wind tunnel in more than 40 years and gives us a powerful new platform to test the ideas and technologies that will shape the future of aviation and exploration,” said NASA Administrator Jared Isaacman. “America has led in air and space because we were willing to take on hard problems, challenge assumptions, and build what didn’t exist before. This facility gives the talented team at Langley, and our partners across government, industry, and universities, the tools to keep pushing the boundaries of what’s possible and ensure America remains the world leader in air and space.”

A ribbon-cutting ceremony at NASA Langley marked the start of a new chapter in flight research. Agency leaders, partners, and Virginia officials emphasized how the Flight Dynamics Research Facility’s state-of-the-art capabilities will shape the future of flight and exploration.

“The opening of the Flight Dynamics Research Facility represents a significant advancement for NASA and for the nation,” said Dr. Trina Dyal, NASA Langley center director. “By bringing modernized testing capabilities under one roof, we are enabling transformative research that will ensure the United States remains at the forefront of aeronautics and exploration.”

Built through a partnership with the U.S. General Services Administration (GSA), the facility replaces aging infrastructure with an energy-efficient facility that reduces maintenance costs and provides the flexibility needed for future research. The Flight Dynamics Research Facility is part of a broader, long-term collaboration between the agencies, representing the fourth new building GSA has delivered to NASA under Langley’s 20-year campus revitalization plan.

“GSA is proud to partner with NASA in delivering the Flight Dynamics Research Facility, a state-of-the-art asset that will power the next generation of American dominance in aeronautics and space exploration,” said Edward C. Forst, GSA administrator. “This facility reflects what we do best: provide the advanced, expertly designed installations that federal agencies need to carry out their missions. With these new capabilities, NASA will be better equipped to test bold ideas, validate new designs, and advance technologies that will serve the nation for decades to come.”

The Flight Dynamics Research Facility combines and improves upon the capabilities of two historic NASA Langley wind tunnels – the 20-Foot Vertical Spin Tunnel and the 12-Foot Low-Speed Tunnel. The 25,000-square-foot building features a vertical wind tunnel with improved airflow, modern digital systems, and flexible testing capabilities that will allow researchers to study how aircraft, spacecraft, parachutes, and other vehicles behave during flight.

The facility’s 20-foot diameter test chamber is much larger than those of its NASA Langley predecessors, allowing for more air to pass around test models and improving data accuracy. Its increased size also allows for the use of larger, more detailed models during testing.

The Flight Dynamics Research Facility’s top airspeed of 117 miles per hour is twice as fast as the old  facilities, enabling free-flight tests of heavier scale models. This will allow simulations of full-scale vehicles flying at higher altitudes – a critical capability for operations such as studying the stability of aircraft or reentry capsules coming back from space.

The facility’s wind power comes from four 750-horsepower motors, each with an integrated, 14-foot diameter, eight-bladed fan. The fan blades are made of lightweight carbon fiber, enabling rapid, precise airspeed adjustments during free‑flight tests.

The Flight Dynamics Research Facility illustrates the powerful synergy between NASA’s aeronautics and space exploration efforts, with each driving innovation in the other. The facility will drive experimental research across a wide range of flight systems, advancing the development of autonomous flight vehicles, drones, commercial and military aircraft, and X‑planes.

As NASA prepares for a sustained human presence on the lunar surface through the Artemis program and the development of a Moon Base, the facility will play a key role in testing vehicle designs for entry, descent, and landing that will help reduce mission risk and support the safe return of crews to Earth. NASA also will be able to use the wind tunnel  to help design aircraft for Mars and other destinations in our solar system where atmospheric flight is possible.

With the Flight Dynamics Research Facility now open, NASA is entering a new era in flight research – one that will shape the aircraft and spacecraft of tomorrow, strengthen industry partnerships, and extend the agency’s legacy of pioneering aerospace leadership.

The facility is managed under the Aerosciences Evaluation and Test Capabilities portfolio in the Aeronautics Division of NASA’s Research and Technology Mission Directorate.

Learn more about the Flight Dynamics Research Facility at:

https://go.nasa.gov/4yzKEGQ

-end-

Camille Gallo / Rob Margetta
Headquarters, Washington
202-358-1600
camille.m.gallo@nasa.gov / robert.j.margetta@nasa.gov 

Kimiko Booker / Brittny McGraw
NASA Langley, Hampton, Virginia
757-506-5939 / 757-769-3763
kimiko.s.booker@nasa.gov / brittny.v.mcgraw@nasa.gov

NASA added a new X-59 test pilot to support the agency’s Quesst mission: Mike Lippert, a research test pilot based at NASA’s Armstrong Flight Research Center in Edwards, California.  

“This fulfills a lifelong dream of conducting airborne research and experimental flight test for NASA in the high desert — contributing to humankind’s understanding of the science of flight and the nature of the world around us,” Lippert said. 

Lippert will fly the X-59, along with the F-15 and F-18 support aircraft to monitor the quiet supersonic X-plane when it’s in the air. He joins Nils Larson and Jim “Clue” Less, who have been flying the X-59 since its first flight in October 2025.  

A South Carolina native, Lippert served 20 years with the U.S. Marine Corps before retiring last year as a lieutenant colonel. Like his fellow test pilots, he boasts an impressive flight resume, including logging more than 2,600 hours of flight time in 60 different types of aircraft.  

Lippert said he finds test pilot work especially rewarding. 

“For me, the joy of taking part in experimental flight test and airborne research is the experience of discovery and learning something new every day,” he said. “It is incredibly rewarding to be part of a team solving complex problems and venturing into the unknown, together.” 

Lippert spent the majority of his career flying the AV-8B Harrier operationally and serving as a test pilot in the F-35 program. He is also an aerospace engineer, earning a bachelor’s degree from the United States Naval Academy in Annapolis, Maryland, and a Master of Science in flight test engineering from the U.S. Air Force Test Pilot School at Edwards Air Force Base in California. Additionally, he earned a Master of Science in systems engineering from the Naval Postgraduate School in Monterey, California.  

Lippert is currently pursuing a doctoral degree in aerospace engineering at the University of Alabama Graduate School in Tuscaloosa, where his research focuses on high-speed gas dynamics, including supersonic and hypersonic fluid mechanics — complementing his work on the Quesst mission. 

Lippert is busy preparing for his role at NASA by flying training flights on support aircraft and spending time in the X-59 simulator. He is expected to begin flying the X-59 later this summer. 

More X-59 to Explore

Read more on the Quesst mission page.

The post Meet NASA’s New X-59 Test Pilot  appeared first on NASA Science.

NASA is working with industry to advance the next phase of cislunar infrastructure for the agency’s Artemis program and Moon Base, including orbital assets and demonstrations. Under a contract awarded to Advanced Space, the agency’s CAPSTONE 02 mission will demonstrate rendezvous and proximity operations, autonomous navigation, and cislunar communication capabilities while continuing to characterize the radiation environment at the Moon.  

The CAPSTONE 02 mission, targeted for launch in 2027, will use two small spacecraft in lunar orbit to facilitate these demonstrations to support future NASA lunar and deep space missions.  

NASA’s original CAPSTONE demonstration, short for Cislunar Autonomous Positioning System Technology Operations and Navigation Experiment, became the first U.S. commercial mission to the Moon and the first spacecraft to operate in a near rectilinear halo orbit around the Moon. This is a nearly stable orbit, thanks to the interactive pull of gravity from both the Earth and the Moon.  

The mission successfully validated communications, networking, and autonomous navigation capabilities while gathering operational experience in cislunar space. The second CAPSTONE mission expands upon these accomplishments by transitioning from orbit validation to demonstrations that will inform future lunar exploration and infrastructure development. 

NASA’s CAPSTONE 02 mission will demonstrate advanced relative navigation technologies for rendezvous and proximity operations in cislunar space. These techniques are more sophisticated than those used in low Earth orbit and are designed to support NASA astronauts as they dock with Moon landers in cislunar orbit, enabling safe crew transfers to and from the lunar surface. 

The demonstration will fly two identical spacecraft of approximately 400 kilograms (882 pounds) from Terran Orbital Systems, Inc. Mission operators will conduct a series of rendezvous and proximity operations and loitering – or formation flying – techniques in lunar orbit with each spacecraft to better understand the trajectories of the spacecraft under the simultaneous influence of Earth and Moon gravities, otherwise known as three-body orbits.   

The CAPSTONE 02 mission will use ground tracking measurements, optical sensors, and celestial bodies to help one spacecraft locate and rendezvous with another. The mission will apply  navigation strategies similar to those planned for Orion’s approach to a lunar lander in deep space, helping NASA build confidence in these techniques for future exploration. 

Each CAPSTONE 02 spacecraft will have the ability to switch between ‘chaser’ and ‘target’ roles, testing a broad range of operational scenarios under a variety of environmental conditions in cislunar space. Transporting crew to the lunar surface from cislunar orbit depends on knowing how well navigation systems will perform during these operations. Since these conditions can’t be fully recreated on Earth, they must be tested in space. 

The CAPSTONE 02 mission also will serve as an operational testbed, enabling testing of three NASA-developed navigation software suites. Each software application will collect data during CAPSTONE 02’s low energy transfer trajectory, which will take it from the Earth to beyond the Moon before settling into a lunar orbit. The spacecraft will carry an optical imaging payload from Lawrence Livermore National Laboratory to support the navigation demonstration as well as capture imagery of the Moon. In addition, the mission will further mature the Cislunar Autonomous Positioning System navigation software that was first demonstrated on CAPSTONE as a method of determining spacecraft position relative to other spacecraft without relying on Earth-based tracking.  

The suite of technologies on CAPSTONE 02 are designed to automate routine navigation tasks, reduce reliance on traditional space-to-ground data, and enable new mission concepts that may be derived from increased inter-satellite coordination. Additionally, the CAPSTONE 02 spacecraft are designed for cost-effective, rapid deployment, demonstrating a scalable and repeatable mission model. 

“This mission represents an important step in the maturation of cislunar capabilities,” said Sean Fuller, Moon Base CAPSTONE manager. “By expanding on the lessons learned from CAPSTONE to demonstrate increasingly sophisticated operational concepts, CAPSTONE 02 lays the foundation for lunar infrastructure and commercial services that support Artemis, Moon Base, and future missions to deep space.”  

The CAPSTONE 02 mission is funded by NASA’s Human Spaceflight Mission Directorate with support from the Research and Technology Mission Directorate. The mission is managed by Small Spacecraft & Distributed Systems, based at NASA’s Ames Research Center in California’s Silicon Valley, within the Research and Technology Mission Directorate. NASA used a Small Business Innovation Research Phase III contract to fund the mission.  

To learn more about NASA’s CAPSTONE mission, visit: 

https://www.nasa.gov/mission/capstone02/

The post NASA Announces New Spacecraft Technology Demonstration Mission at Moon     appeared first on NASA Science.

NASA is working with industry to advance the next phase of cislunar infrastructure for the agency’s Artemis program and Moon Base, including orbital assets and demonstrations. Under a contract awarded to Advanced Space, the agency’s CAPSTONE 02 mission will demonstrate rendezvous and proximity operations, autonomous navigation, and cislunar communication capabilities while continuing to characterize the radiation environment at the Moon.  

The CAPSTONE 02 mission, targeted for launch in 2027, will use two small spacecraft in lunar orbit to facilitate these demonstrations to support future NASA lunar and deep space missions.  

NASA’s original CAPSTONE demonstration, short for Cislunar Autonomous Positioning System Technology Operations and Navigation Experiment, became the first U.S. commercial mission to the Moon and the first spacecraft to operate in a near rectilinear halo orbit around the Moon. This is a nearly stable orbit, thanks to the interactive pull of gravity from both the Earth and the Moon.  

The mission successfully validated communications, networking, and autonomous navigation capabilities while gathering operational experience in cislunar space. The second CAPSTONE mission expands upon these accomplishments by transitioning from orbit validation to demonstrations that will inform future lunar exploration and infrastructure development. 

NASA’s CAPSTONE 02 mission will demonstrate advanced relative navigation technologies for rendezvous and proximity operations in cislunar space. These techniques are more sophisticated than those used in low Earth orbit and are designed to support NASA astronauts as they dock with Moon landers in cislunar orbit, enabling safe crew transfers to and from the lunar surface. 

The demonstration will fly two identical spacecraft of approximately 400 kilograms (882 pounds) from Terran Orbital Systems, Inc. Mission operators will conduct a series of rendezvous and proximity operations and loitering – or formation flying – techniques in lunar orbit with each spacecraft to better understand the trajectories of the spacecraft under the simultaneous influence of Earth and Moon gravities, otherwise known as three-body orbits.   

The CAPSTONE 02 mission will use ground tracking measurements, optical sensors, and celestial bodies to help one spacecraft locate and rendezvous with another. The mission will apply  navigation strategies similar to those planned for Orion’s approach to a lunar lander in deep space, helping NASA build confidence in these techniques for future exploration. 

Each CAPSTONE 02 spacecraft will have the ability to switch between ‘chaser’ and ‘target’ roles, testing a broad range of operational scenarios under a variety of environmental conditions in cislunar space. Transporting crew to the lunar surface from cislunar orbit depends on knowing how well navigation systems will perform during these operations. Since these conditions can’t be fully recreated on Earth, they must be tested in space. 

The CAPSTONE 02 mission also will serve as an operational testbed, enabling testing of three NASA-developed navigation software suites. Each software application will collect data during CAPSTONE 02’s low energy transfer trajectory, which will take it from the Earth to beyond the Moon before settling into a lunar orbit. The spacecraft will carry an optical imaging payload from Lawrence Livermore National Laboratory to support the navigation demonstration as well as capture imagery of the Moon. In addition, the mission will further mature the Cislunar Autonomous Positioning System navigation software that was first demonstrated on CAPSTONE as a method of determining spacecraft position relative to other spacecraft without relying on Earth-based tracking.  

The suite of technologies on CAPSTONE 02 are designed to automate routine navigation tasks, reduce reliance on traditional space-to-ground data, and enable new mission concepts that may be derived from increased inter-satellite coordination. Additionally, the CAPSTONE 02 spacecraft are designed for cost-effective, rapid deployment, demonstrating a scalable and repeatable mission model. 

“This mission represents an important step in the maturation of cislunar capabilities,” said Sean Fuller, Moon Base CAPSTONE manager. “By expanding on the lessons learned from CAPSTONE to demonstrate increasingly sophisticated operational concepts, CAPSTONE 02 lays the foundation for lunar infrastructure and commercial services that support Artemis, Moon Base, and future missions to deep space.”  

The CAPSTONE 02 mission is funded by NASA’s Human Spaceflight Mission Directorate with support from the Research and Technology Mission Directorate. The mission is managed by Small Spacecraft & Distributed Systems, based at NASA’s Ames Research Center in California’s Silicon Valley, within the Research and Technology Mission Directorate. NASA used a Small Business Innovation Research Phase III contract to fund the mission.  

To learn more about NASA’s CAPSTONE mission, visit: 

https://www.nasa.gov/mission/capstone02/

An aircraft powered by a megawatt-class hybrid-electric engine developed in collaboration with NASA and built by GE Aerospace, demonstrated flight of an innovation that can inform new generations of fuel-saving aircraft power systems.

Mounted to a Saab 340B aircraft, the engine flew at Farnborough International Air Show in the United Kingdom. It was the public debut of a system that has in recent months made historic test flights, becoming the first hybrid electric-powered aircraft to fly above 30,000 feet.

“This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people,” said Laurie Grindle, director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate at NASA Headquarters in Washington.

The testing leveraged work done through NASA’s former Electrified Powertrain Flight Demonstration project and the agency’s ongoing Subsonic Vehicle Technologies and Tools project – years of collaborative research that included key testing at NASA test facilities. 

The engine integrates electric motors, a gas turbine, and energy storage capabilities. It was designed to demonstrate the capacity to power an aircraft around the size of a regional-class jet, reducing fuel burn and costs without sacrificing performance. The unit’s technology and designs are expected to be used to help develop future hybrid systems that could lower airline operating costs. 

The demonstration flight came after years of rapid development for the technology. For NASA, it also validates work that stretches back to a time when hybrid aviation propulsion seemed almost beyond the horizon of possibility.

“This is the culmination of more than 15 years of work, and we did that because it’s going to have an impact for aircraft that will help reduce energy use and help U.S. companies and the public,” said Ralph Jansen, aerospace engineer at NASA’s Glenn Research Center in Cleveland. “It’s about having a vision that no one believes can happen and then doing the work to define and execute the research and development needed to make it happen.”  

This accomplishment was possible because of the collaborative effort of hundreds of people working on Electrified Powertrain Flight Demonstration and Subsonic Vehicle Technologies and Tools projects across NASA centers, in conjunction with GE Aerospace and its partner companies.

Hybird-Electric Evolves

In recent years, aviation has seen a boom in small aircraft and drones powered by electrical systems drawing from batteries. But large passenger and cargo planes require complex engines capable of supplying massive amounts of power. So more than a decade ago when NASA began contemplating hybrid systems, just the possibility of using electric motors to supplement some energy was a daunting engineering challenge. 

NASA spent about seven years performing preliminary research, working with small businesses and other partners to consider technological obstacles and the potential commercial viability of hybrid systems. During that time, the agency addressed several barriers to implementation including the power, thermal, and battery technology, and the integration of the power system, engine, and aircraft.

Through the agency’s Electrified Powertrain Flight Demonstration award, GE Aerospace and NASA worked with researchers to develop lighter and more efficient power systems and shrink key components – sometimes dramatically. 

NASA and GE Aerospace also leveraged agency facilities and resources to further their research. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the agency’s Neil A. Armstrong Test Facility in Sandusky, Ohio. Testing allowed the system to operate in conditions simulating 45,000 feet in altitude, the range in which commercial single-aisle aircraft fly. 

The team added components, including electric motors, power converters, propellers, and a GE Aerospace commercial engine, followed by more ground tests and eventual flight tests. For the researchers who’d spent years on the concept, seeing the engine powering an aircraft in flight was a major step in a long journey.

“I’ve got to say, I was pretty touched seeing it fly. It was just awesome,” Jansen said.  “It’s just like a regular plane, which is probably the best thing of all.”

NASA’s current support for this research is through the Aeronautics Division of its Research and Technology Mission Directorate.

THIS PAGE WAS UPDATED ON JUNE 23, 2026

This Aeronautics Research Mission Directorate (ARMD) solicitations page compiles the opportunities to collaborate with NASA’s aeronautical innovators and/or contribute to their research to enable new and improved air transportation systems.

Most opportunities to participate in research are officially announced through the Web-based NASA Solicitation and Proposal Integrated Review and Evaluation System, better known as NSPIRES. You are encouraged to visit the NSPIRES web site, create an account, and sign up for automated email announcements.

Other types of collaborative opportunities, such as those involving Requests for Information or academic research contests, also are included on this page.

This ARMD Solicitations page has four major sections:

• Quick list of open solicitations with key dates listed.
• Current open solicitations with more details and helpful links.
• Closed solicitations in case it is helpful to see other examples of the kind of research opportunities NASA Aeronautics makes available.
• Summary of NASA’s Research Opportunities in Aeronautics (ROA) NASA Research Announcement (NRA) selection process.

Upcoming Key Dates

August 3, 2026
Deadline for proposals on Open Fan Flight Demonstrations NRA

Currently Open Solicitations

NASA Research Announcement – Development Plan for Open Fan Flight Demonstration – OPEN

As part of NASA’s Advanced Air Vehicles Program, the Subsonic Vehicle Technologies and Tools project endeavors to advance knowledge, technologies, and concepts that enable accelerated introduction of radical aircraft and engine technologies across a range of vehicle classes.

This is achieved through partnerships with industry to ensure that these technologies are applicable to planned products to increase the chances of inclusion in future aircraft systems.

This research announcement solicits proposals for providing an open fan flight demonstration plan with optional accompanying risk reduction activities. The flight demonstration plan will inform the project of the scope of a possible future flight demonstration and provide insight into the roadmap, risk reduction areas, and areas of potential investment.

See the full research announcement text on SAM.gov.

Proposals Due: August 3, 2026, by 5:00 PM EDT

Aeronautics Innovation Challenges – OPEN

NASA’s nationwide team of aeronautical innovators are committed to giving students of all ages opportunities to solve some of the biggest technical challenges facing the aviation community today. Through NASA-sponsored challenges and competitions, students representing multiple disciplines will put their skills to work by designing and building solutions to real-world problems.

Currently Closed Solicitations

NASA ARMD Aeronautics Flight Accelerator – CLOSED

NASA’s Aeronautics Research Mission Directorate is seeking information from U.S. industry, academia, and government organizations regarding potential partnerships for research, development, and flight testing under the Aeronautics Flight Accelerator initiative. NASA is requesting input on technologies, concepts, and flight test campaigns suitable for cost shared maturation leading to flight within the next three years. Areas of interest span subsonic (including vertical lift), supersonic, and hypersonic flight technologies.

THIS IS NOT A REQUEST FOR PROPOSAL. NO PROPOSALS SHOULD BE SUBMITTED.

RFI Release Date: April 7, 2026
Responses Were Due: May 7, 2026, 1:00PM Pacific Daylight Time (PDT)

For more detailed information, see the RFI listing on SAM.gov.

FY26 NASA Aerospace Skilled Technical Workforce Hubs (NAS_Hub) – CLOSED

This opportunity seeks proposals to establish state or regionally focused Skilled Technical Workforce Hubs (NAS_Hubs) that will serve as strategic centers for developing and sustaining a skilled technical workforce aligned with aerospace industry and NASA mission needs. The NAS_Hub Notice of Funding Opportunity has been released and may be found in NASA’s Solicitation and Proposal Integrated Review and Evaluation System (NSPIRES) on the NAS_Hub landing page.

Key Dates

• Pre-Proposal Webinar: February 18, 2026, 2:00 to 3:00 p.m. ET
• Office Hours Session: March 3, 2026, 2:00 to 3:00 p.m. ET
• Proposal Deadline: March 23, 2026, at 11:59 p.m. ET
• Anticipated Award Notification: June 2026

About the Opportunity

The rapid expansion of the space economy and renewed national priorities in human space exploration have created an urgent demand for a robust skilled technical workforce—individuals in critical science- and engineering-based roles who do not require a bachelor’s degree. To address nationwide shortages and ensure U.S. competitiveness in aerospace and defense, NASA’s Office of STEM Engagement is launching the NASA Aerospace Skilled Technical Workforce Hubs (NAS_Hub) initiative.

Through this notice NASA seeks lead organizations to establish hubs that:

• Collaborate with aerospace employers to align education and training with industry-defined workforce needs.
• Partner with community colleges and high school Career and Technical Education programs to deliver hands-on, industry-aligned learning experiences.
• Coordinate with state or regional workforce development system.
• Build clear and sustainable employment pathways into high-demand aerospace technical careers.

NAS_Hubs will serve as focal points for aligning education, workforce, industry, and government partners to accelerate workforce readiness over a three-year period of performance.

Eligibility

Eligible applicants include:

• State, county, city, township, special district, and tribal governments
• Public and private institutions of higher education
• Nonprofit organizations
• For-profit organizations and small businesses

Proposals must include partnerships with, at a minimum:

• Three aerospace industry collaborators supporting NASA’s work
• Community college career and technical education program
• High school career and technical education program
• State or regional workforce development system
• NASA Center or other NASA facility

Award Information

• Maximum Annual Award: $500,000
• Maximum Total Award: $1,500,000 over three years
• Cost Sharing: Not required

How to Apply

Proposals must be submitted electronically via NSPIRES. Registration in NSPIRES and an active SAM.gov registration are required.

Pre-Proposal Webinar and Technical Assistance

NASA will host an interactive pre-proposal webinar for the NAS_Hub opportunity on Feb. 18, 2026, from 2:00 to 3:00 p.m. ET. This session will provide an in-depth overview of this funding opportunity, including program goals, eligibility requirements, proposal preparation guidance, and submission tips. Proposers will also have the opportunity to receive technical assistance and clarification from NASA staff. Prior to attending a webinar, proposers are strongly encouraged to review the full NAS_Hub notice and to check the NAS_Hub landing page in NSPIRES regularly for updates and additional guidance.

Please note that registration is required for the webinar. Connection details will be provided upon completion of registration. Webinar dates, times, registration links, and connection information will be posted on the NAS_Hub landing page in NSPIRES, which also will feature recordings and presentation materials from the webinar after the event for those unable to attend.

Office Hours Session

March 3, 2026, 2:00 to 3:00 p.m. ET

Last opportunity for questions prior to the proposal deadline. Join the office hours session here.

Contact Information

For technical assistance with NSPIRES
NSPIRES Help Desk available Monday–Friday, 8:00 AM–6:00 PM ET
(202) 479-9376
nspires-help@nasaprs.com 

Program Contact

Maria Arredondo
Next Gen STEM Program Manager
NASA Office of STEM Engagement
Mary W. Jackson NASA Headquarters

Email: NAS_Hub@nasaprs.com

Advanced Capabilities for Emergency Response Operations RFI – CLOSED

View the full ACERO RFI announcement here.

NASA’s Advanced Capabilities for Emergency Response Operations (ACERO) project used this request for information to identify technologies that addressed current challenges facing the wildland firefighting community. NASA was seeking information on data collection, airborne connectivity and communications solutions, unmanned aircraft systems traffic management, aircraft operations and autonomy, and more. This would support development of a partnership strategy for future collaborative demonstrations.

Interested parties were requested to respond to this notice with an information package submitted via https://nari.arc.nasa.gov/acero-rfi no later than 4 pm ET, October 15, 2023. Submissions were accepted only from U.S. companies.

Advanced Air Mobility Mission RFI – CLOSED

View the full AAM RFI announcement here.

This request for information is being used to gather market research for NASA to make informed decisions regarding potential partnership strategies and future research to enable Advanced Air Mobility (AAM). NASA is seeking information from public, private, and academic organizations to determine technical needs and community interests that may lead to future solicitations regarding AAM research and development.

This particular RFI is just one avenue of multiple planned opportunities for formal feedback on or participation in NASA’s AAM Mission-related efforts to develop these requirements and help enable AAM. 

The respond by date for this RFI closed on Feb. 1, 2025, at 6 p.m. EST.

ROA-2025 NRA Amendment 1 – CLOSED

Advanced Air Vehicles Program Fellowship Opportunities

(View the full ROA-2025 NRA Amendment 1 text here.)

This announcement solicits proposals from accredited U.S. institutions for research training grants to begin the academic year. This Notice of Funding Opportunity is designed to support independently conceived research projects by highly qualified graduate students in disciplines needed to help advance NASA’s mission, thus affording these students the opportunity to directly contribute to advancements in STEM-related areas of study. These opportunities are focused on innovation and the generation of measurable research results that contribute to NASA’s current and future science and technology goals.

Research proposals are sought to address the key challenges summarized in the Elements section at the end of the Amendment 1 document, and which reference NASA’s Hypersonic Technology project.

Reflecting the Fiscal Year 2026 budget changes, the Transformational Tools & Technologies project opportunities originally described in this announcement were cancelled. Proposals citing this project will not be evaluated.

Notices of Intent are not required.

A budget breakdown for each proposal is required, detailing the allocation of the award funds by year. The budget document may adhere to any format or template provided by the applicant’s institution. Two pre-proposal teleconferences for potential proposers will be held and meeting links will be posted on NSPIRES.

Proposals were due by 5 p.m. EDT on June 11, 2025.

NASA Research Opportunities in Aeronautics

Competition for NRA awards is open to both academia and industry.

The current open solicitations for ARMD Research Opportunities are ROA-2024 and ROA-2025.

Here is some general information to know about the NRA process.

• NRA solicitations are released by NASA Headquarters through the Web-based NASA Solicitation and Proposal Integrated Review and Evaluation System (NSPIRES).
• All NRA technical work is defined and managed by project teams within these four programs: Advanced Air Vehicles Program, Airspace Operations and Safety Program, Integrated Aviation Systems Program, and Transformative Aeronautics Concepts Program.
• NRA awards originate from NASA’s Langley Research Center in Virginia, Ames Research Center in California, Glenn Research Center in Cleveland, and Armstrong Flight Research Center in California.
• Competition for NRA awards is full and open.
• Participation is open to all categories of organizations, including educational institutions, industry, and nonprofits.
• Any updates or amendments to an NRA is posted on the appropriate NSPIRES web pages as noted in the Amendments detailed below.
• ARMD sends notifications of NRA updates through the NSPIRES email system. In order to receive these email notifications, you must be a Registered User of NSPIRES. However, note that NASA is not responsible for inadvertently failing to provide notification of a future NRA. Parties are responsible for regularly checking the NSPIRES website for updated NRAs.