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By Supreet Kaur

In an era where data security is critical to aviation safety, NASA is exploring bold new solutions. 

Through a drone flight test at NASA’s Ames Research Center in California’s Silicon Valley, researchers tested a blockchain-based system for protecting flight data. The system aims to keep air traffic management safe from disruption and protect data transferred between aircraft and ground stations from being intercepted or manipulated. 

For aviation and airspace operations to remain safe, users need to be able to trust that data is reliable and transparent. While current systems have been able to protect flight data systems, cyberthreats continue to evolve, requiring new approaches. NASA researchers found the blockchain-based system can safely transmit and store information in real time. 

Blockchain operates like a decentralized database — it does not rely on a single computer or centralized system. Instead, it shares information across a vast network, recording and verifying every change to a dataset. The system ensures the data stays safe, accurate, and trustworthy.  

Previous cybersecurity research focused on implementing a layered security architecture — using multiple physical and digital security measures to control system access. For this test, researchers took a different approach using blockchain to address potential threats.  

Using drones allowed the team to show that the blockchain framework could yield benefits across several priority areas in aviation development, including autonomous air traffic management, urban air mobility, and high-altitude aircraft.  

This NASA research explored how blockchain can secure digital transactions between multiple systems and operators. The team used an open-source blockchain framework that allows trusted users real-time sharing and storage of critical data like aircraft operator registration information, flight plans, and telemetry. This framework restricts access to this data to trusted parties and approved users only. 

To further examine system resilience, the team introduced a set of cybersecurity tests designed to assess, improve, and reinforce security during operations in airspace environments. During an August flight at Ames, the team demonstrated these capabilities using an Alta-X drone with a custom-built software and hardware package that included a computer, radio, GPS system, and battery.  

The test simulated an environment with a drone flying in real-world conditions, complete with a separate ground control station and the blockchain and security infrastructure. The underlying blockchain framework and cybersecurity protocols can be extended to support high-altitude operations at 60,000 feet and higher and Urban Air Mobility operations, paving the way for a more secure, scalable, and trusted ecosystem. 

NASA researchers will continue to look at the data gathered during the test and apply what they’ve learned to future work. The testing will ultimately benefit U.S. aviation stakeholders looking for new tools to improve operations. 

Through its Air Traffic Management and Safety project, NASA performed research to transform air traffic management systems to safely accommodate the growing demand of new air vehicles. The project falls under NASA’s Airspace Operations and Safety Program, a part the agency’s Aeronautics Research Mission Directorate that works to enable safe, efficient aviation transportation operations that benefit the flying public and industry.

By Supreet Kaur

In an era where data security is critical to aviation safety, NASA is exploring bold new solutions. 

Through a drone flight test at NASA’s Ames Research Center in California’s Silicon Valley, researchers tested a blockchain-based system for protecting flight data. The system aims to keep air traffic management safe from disruption and protect data transferred between aircraft and ground stations from being intercepted or manipulated. 

For aviation and airspace operations to remain safe, users need to be able to trust that data is reliable and transparent. While current systems have been able to protect flight data systems, cyberthreats continue to evolve, requiring new approaches. NASA researchers found the blockchain-based system can safely transmit and store information in real time. 

Blockchain operates like a decentralized database — it does not rely on a single computer or centralized system. Instead, it shares information across a vast network, recording and verifying every change to a dataset. The system ensures the data stays safe, accurate, and trustworthy.  

Previous cybersecurity research focused on implementing a layered security architecture — using multiple physical and digital security measures to control system access. For this test, researchers took a different approach using blockchain to address potential threats.  

Using drones allowed the team to show that the blockchain framework could yield benefits across several priority areas in aviation development, including autonomous air traffic management, urban air mobility, and high-altitude aircraft.  

This NASA research explored how blockchain can secure digital transactions between multiple systems and operators. The team used an open-source blockchain framework that allows trusted users real-time sharing and storage of critical data like aircraft operator registration information, flight plans, and telemetry. This framework restricts access to this data to trusted parties and approved users only. 

To further examine system resilience, the team introduced a set of cybersecurity tests designed to assess, improve, and reinforce security during operations in airspace environments. During an August flight at Ames, the team demonstrated these capabilities using an Alta-X drone with a custom-built software and hardware package that included a computer, radio, GPS system, and battery.  

The test simulated an environment with a drone flying in real-world conditions, complete with a separate ground control station and the blockchain and security infrastructure. The underlying blockchain framework and cybersecurity protocols can be extended to support high-altitude operations at 60,000 feet and higher and Urban Air Mobility operations, paving the way for a more secure, scalable, and trusted ecosystem. 

NASA researchers will continue to look at the data gathered during the test and apply what they’ve learned to future work. The testing will ultimately benefit U.S. aviation stakeholders looking for new tools to improve operations. 

Through its Air Traffic Management and Safety project, NASA performed research to transform air traffic management systems to safely accommodate the growing demand of new air vehicles. The project falls under NASA’s Airspace Operations and Safety Program, a part the agency’s Aeronautics Research Mission Directorate that works to enable safe, efficient aviation transportation operations that benefit the flying public and industry.

Verizon has begun sending text messages with instructions on how to redeem a $20 account credit for last week's nationwide wireless outage. [...]

Two retired U.S. Air Force F-15 jets have joined the flight research fleet at NASA’s Armstrong Flight Research Center in Edwards, California, transitioning from military service to a new role enabling breakthrough advancements in aerospace.

The F-15s will support supersonic flight research for NASA’s Flight Demonstrations and Capabilities project, including testing for the Quesst mission’s X-59 quiet supersonic research aircraft. One of the aircraft will return to the air as an active NASA research aircraft. The second will be used for parts to support long-term fleet sustainment.

“These two aircraft will enable successful data collection and chase plane capabilities for the X-59 through the life of the Low Boom Flight Demonstrator project” said Troy Asher, director for flight operations at NASA Armstrong. “They will also enable us to resume operations with various external partners, including the Department of War and commercial aviation companies.”

The aircraft came from the Oregon Air National Guard’s 173rd Fighter Wing at Kingsley Field. After completing their final flights with the Air Force, the two aircraft arrived at NASA Armstrong Dec. 22, 2025. 

“NASA has been flying F-15s since some of the earliest models came out in the early 1970s,” Asher said. “Dozens of scientific experiments have been flown over the decades on NASA’s F-15s and have made a significant contribution to aeronautics and high-speed flight research.”

The F-15s allow NASA to operate in high-speed, high-altitude flight-testing environments. The aircraft can carry experimental hardware externally – under its wings or slung under the center – and can be modified to support flight research.

Now that these aircraft have joined NASA’s fleet, the team at Armstrong can modify their software, systems, and flight controls to suit mission needs. The F-15’s ground clearance allows researchers to install instruments and experiments that would not fit beneath many other aircraft.

NASA has already been operating two F-15s modified so their pilots can operate safely at up to 60,000 feet, the top of the flight envelop for the X-59, which will cruise at 55,000 feet. The new F-15 that will fly for NASA will receive the same modification, allowing for operations at altitudes most standard aircraft cannot reach. The combination of capability, capacity, and adaptability makes the F-15s uniquely suited for flight research at NASA Armstrong.

“The priority is for them to successfully support the X-59 through completion of that mission,” Asher said. “And over the longer term, these aircraft will help position NASA to continue supporting advanced aeronautics research and partnerships.”

Two retired U.S. Air Force F-15 jets have joined the flight research fleet at NASA’s Armstrong Flight Research Center in Edwards, California, transitioning from military service to a new role enabling breakthrough advancements in aerospace.

The F-15s will support supersonic flight research for NASA’s Flight Demonstrations and Capabilities project, including testing for the Quesst mission’s X-59 quiet supersonic research aircraft. One of the aircraft will return to the air as an active NASA research aircraft. The second will be used for parts to support long-term fleet sustainment.

“These two aircraft will enable successful data collection and chase plane capabilities for the X-59 through the life of the Low Boom Flight Demonstrator project” said Troy Asher, director for flight operations at NASA Armstrong. “They will also enable us to resume operations with various external partners, including the Department of War and commercial aviation companies.”

The aircraft came from the Oregon Air National Guard’s 173rd Fighter Wing at Kingsley Field. After completing their final flights with the Air Force, the two aircraft arrived at NASA Armstrong Dec. 22, 2025. 

“NASA has been flying F-15s since some of the earliest models came out in the early 1970s,” Asher said. “Dozens of scientific experiments have been flown over the decades on NASA’s F-15s and have made a significant contribution to aeronautics and high-speed flight research.”

The F-15s allow NASA to operate in high-speed, high-altitude flight-testing environments. The aircraft can carry experimental hardware externally – under its wings or slung under the center – and can be modified to support flight research.

Now that these aircraft have joined NASA’s fleet, the team at Armstrong can modify their software, systems, and flight controls to suit mission needs. The F-15’s ground clearance allows researchers to install instruments and experiments that would not fit beneath many other aircraft.

NASA has already been operating two F-15s modified so their pilots can operate safely at up to 60,000 feet, the top of the flight envelop for the X-59, which will cruise at 55,000 feet. The new F-15 that will fly for NASA will receive the same modification, allowing for operations at altitudes most standard aircraft cannot reach. The combination of capability, capacity, and adaptability makes the F-15s uniquely suited for flight research at NASA Armstrong.

“The priority is for them to successfully support the X-59 through completion of that mission,” Asher said. “And over the longer term, these aircraft will help position NASA to continue supporting advanced aeronautics research and partnerships.”

Delta Airlines Flight 573 took off from San Juan, Puerto Rico, at 4:45 p.m. Eastern time on Jan. 16, 2025, and headed for Atlanta.

At 5:49 p.m., air traffic controllers told pilots over the Caribbean that a SpaceX Starship rocket had exploded. All planes were ordered to avoid an area where the Federal Aviation Administration estimated debris would fall.

The plane turned sharply south to get out of the debris zone.

And it wasn’t alone. ProPublica identified 20 other planes that appeared to make sudden turns to exit or avoid the danger zone in the minutes after the explosion.

While none of the planes were damaged by the debris, such emergency maneuvering can be risky.

The airspace remained closed for 86 minutes, during which time flight patterns show dozens of other planes likely had to change course — making pilots and passengers unwitting participants in SpaceX’s test of the most powerful rocket ever built.

When SpaceX CEO Elon Musk chose a remote Texas outpost on the Gulf Coast to develop his company’s ambitious Starship, he put the 400-foot rocket on a collision course with the commercial airline industry.

Each time SpaceX did a test run of Starship and its booster, dubbed Super Heavy, the megarocket’s flight path would take it soaring over busy Caribbean airspace before it reached the relative safety of the open Atlantic Ocean. The company planned as many as five such launches a year as it perfected the craft, a version of which is supposed to one day land on the moon.

The FAA, which also oversees commercial space launches, predicted the impact to the national airspace would be “minor or minimal,” akin to a weather event, the agency’s 2022 approval shows. No airport would need to close and no airplane would be denied access for “an extended period of time.” 

But the reality has been far different. Last year, three of Starship’s five launches exploded at unexpected points on their flight paths, twice raining flaming debris over congested commercial airways and disrupting flights. And while no aircraft collided with rocket parts, pilots were forced to scramble for safety. 

A ProPublica investigation, based on agency documents, interviews with pilots and passengers, air traffic control recordings and photos and videos of the events, found that by authorizing SpaceX to test its experimental rocket over busy airspace, the FAA accepted the inherent risk that the rocket might put airplane passengers in danger. 

And once the rocket failed spectacularly and that risk became real, neither the FAA nor Secretary of Transportation Sean Duffy sought to revoke or suspend Starship’s license to launch, a move that is permitted when “necessary to protect the public health and safety.” Instead, the FAA allowed SpaceX to test even more prototypes over the same airspace, adding stress to the already-taxed air traffic control system each time it launched.

The first two Starship explosions last year forced the FAA to make real-time calls on where to clear airspace and for how long. Such emergency closures came with little or no warning, ProPublica found, forcing pilots to suddenly upend their flight plans and change course in heavily trafficked airspace to get out of the way of falling debris. In one case, a plane with 283 people aboard ran low on fuel, prompting its pilot to declare an emergency and cross a designated debris zone to reach an airport.

The world’s largest pilots union told the FAA in October that such events call into question whether “a suitable process” is in place to respond to unexpected rocket mishaps. 

“There is high potential for debris striking an aircraft resulting in devastating loss of the aircraft, flight crew, and passengers,” wrote Steve Jangelis, a pilot and aviation safety chair.

The FAA said in response to questions that it “limits the number of aircraft exposed to the hazards, making the likelihood of a catastrophic event extremely improbable.” 

Yet for the public and the press, gauging that danger has been difficult. In fact, nearly a year after last January’s explosion, it remains unclear just how close Starship’s wreckage came to airplanes. SpaceX estimated where debris fell after each incident and reported that information to the federal government. But the company didn’t respond to ProPublica’s requests for that data, and the federal agencies that have seen it, including the FAA, haven’t released it. The agency told us that it was unaware of any other publicly available data on Starship debris.

In public remarks, Musk downplayed the risk posed by Starship. To caption a video of flaming debris in January, he wrote, “Entertainment is guaranteed!” and, after the March explosion, he posted, “Rockets are hard.” The company has been more measured, saying it learns from mistakes, which “help us improve Starship’s reliability.” 

For airplanes traveling at high speeds, there is little margin for error. Research shows as little as 300 grams of debris — or two-thirds of a pound — “could catastrophically destroy an aircraft,” said Aaron Boley, a professor at the University of British Columbia who has studied the danger space objects pose to airplanes. Photographs of Starship pieces that washed up on beaches show items much bigger than that, including large, intact tanks.

“It doesn’t actually take that much material to cause a major problem to an aircraft,” Boley said.

In response to growing alarm over the rocket’s repeated failures, the FAA has expanded prelaunch airspace closures and offered pilots more warning of potential trouble spots. The agency said it also required SpaceX to conduct investigations into the incidents and to “implement numerous corrective actions to enhance public safety.” An FAA spokesperson referred ProPublica’s questions about what those corrective actions were to SpaceX, which did not respond to multiple requests for comment.

Experts say the FAA’s shifting approach telegraphs a disquieting truth about air safety as private companies increasingly push to use the skies as their laboratories: Regulators are learning as they go. 

During last year’s Starship launches, the FAA was under pressure to fulfill a dual mandate: to regulate and promote the commercial space industry while keeping the flying public safe, ProPublica found. In his October letter, Jangelis called the arrangement “a direct conflict of interest.” 

In an interview, Kelvin Coleman, who was head of FAA’s commercial space office during the launches, said his office determined that the risk from the mishaps “was within the acceptable limits of our regulations.” 

But, he said, “as more launches are starting to take place, I think we have to take a real hard look at the tools that we have in place and how do we better integrate space launch into the airspace.”

“We Need to Protect the Airspace” 

On Jan. 16, 2025, as SpaceX prepared to launch Starship 7 from Boca Chica, Texas, the government had to address the possibility the giant rocket would break up unexpectedly. 

Using debris modeling and simulations, the U.S. Space Force, the branch of the military that deals with the nation’s space interests, helped the FAA draw the contours of theoretical “debris response areas” — no-fly zones that could be activated if Starship exploded.

With those plans in place, Starship Flight 7 lifted off at 5:37 p.m. EST. About seven minutes later, it achieved a notable feat: Its reusable booster rocket separated, flipped and returned to Earth, where giant mechanical arms caught it as SpaceX employees cheered.

But about 90 seconds later, as Starship’s upper stage continued to climb, SpaceX lost contact with it. The craft caught fire and exploded, far above Earth’s surface. 

Air traffic control’s communications came alive with surprised pilots who saw the accident, some of whom took photos and shot videos of the flaming streaks in the sky:

Another controller warned a different pilot of debris in the area:

Two FAA safety inspectors were in Boca Chica to watch the launch at SpaceX’s mission control, said Coleman, who, for Flight 7, was on his laptop in Washington, D.C., receiving updates.

As wreckage descended rapidly toward airplanes’ flight paths over the Caribbean, the FAA activated a no-fly zone based on the vehicle’s last known position and prelaunch calculations. Air traffic controllers warned pilots to avoid the area, which stretched hundreds of miles over a ribbon of ocean roughly from the Bahamas to just east of St. Martin, covering portions of populated islands, including all of Turks and Caicos. While the U.S. controls some airspace in the region, it relies on other countries to cooperate when it recommends a closure. 

The FAA also cordoned off a triangular zone south of Key West.

When a pilot asked when planes would be able to proceed through the area, a controller replied:

There were at least 11 planes in the closed airspace when Starship exploded, and flight tracking data shows they hurried to move out of the way, clearing the area within 15 minutes. Such maneuvers aren’t without risk. “If many aircraft need to suddenly change their routing plans,” Boley said, “then it could cause additional stress” on an already taxed air traffic control system, “which can lead to errors.”

That wasn’t the end of the disruption though. The FAA kept the debris response area, or DRA, active for another 71 minutes, leaving some flights in a holding pattern over the Caribbean. Several began running low on fuel and some informed air traffic controllers that they needed to land.

“We haven’t got enough fuel to wait,” said one pilot for Iberia airlines who was en route from Madrid with 283 people on board.

The controller warned him that if he proceeded across the closed airspace, it would be at his own risk:

The plane landed safely in San Juan, Puerto Rico.

Iberia did not respond to requests for comment, but in statements to ProPublica, other airlines downplayed the launch fallout. Delta, for example, said the incident “had minimal impact to our operation and no aircraft damage.” The company’s “safety management system and our safety culture help us address potential issues to reinforce that air transportation remains the safest form of travel in the world,” a spokesperson said.

After the incident, some pilots registered concerns with the FAA, which was also considering a request from SpaceX to increase the number of annual Starship launches from five to 25. 

“Last night’s Space X rocket explosion, which caused the diversion of several flights operating over the Gulf of Mexico, was pretty eye opening and scary,” wrote Steve Kriese in comments to the FAA, saying he was a captain for a major airline and often flew over the Gulf. “I do not support the increase of rocket launches by Space X, until a thorough review can be conducted on the disaster that occurred last night, and safety measures can be put in place that keeps the flying public safe.”

Kriese could not be reached for comment.

The Air Line Pilots Association urged the FAA to suspend Starship testing until the root cause of the failure could be investigated and corrected. A letter from the group, which represents more than 80,000 pilots flying for 43 airlines, said flight crews traveling in the Caribbean didn’t know where planes might be at risk from rocket debris until after the explosion. 

“By that time, it’s much too late for crews who are flying in the vicinity of the rocket operation, to be able to make a decision for the safe outcome of the flight,” wrote Jangelis, the pilot and aviation safety chair for the group. The explosion, he said, “raises additional concerns about whether the FAA is providing adequate separation of space operations from airline flights.”

In response, the FAA said it would “review existing processes and determine whether additional measures can be taken to improve situational awareness for flight crews prior to launch.”

According to FAA documents, the explosion propelled Starship fragments across an area nearly the size of New Jersey. Debris landed on beaches and roadways in Turks and Caicos. It also damaged a car. No one was injured.

Three months later, the National Oceanic and Atmospheric Administration, which was evaluating potential impacts to marine life, sent the FAA a report with a map of where debris from an explosion could fall during future Starship failures. The estimate, which incorporated SpaceX’s own data from the Starship 7 incident, depicted an area more than three times the size of the airspace closed by the FAA. 

In a statement, an FAA spokesperson said NOAA’s map was “intended to cover multiple potential operations,” while the FAA’s safety analysis is for a “single actual launch.” A NOAA spokesperson said that the map reflects “the general area where mishaps could occur” and is not directly comparable with the FAA’s no-fly zones. 

Nevertheless Moriba Jah, a professor of aerospace engineering at the University of Texas, said the illustration suggested the no-fly zones the FAA activated may not fully capture how far and wide debris spreads after a rocket breakup. The current predictive science, he said, “carries significant uncertainty.” 

At an industry conference a few weeks after the January explosion, Shana Diez, a SpaceX executive, acknowledged the FAA’s challenges in overseeing commercial launches.

“The biggest thing that we really would like to work with them on in the future is improving their real time awareness of where the launch vehicles are and where the launch vehicles’ debris could end up,” she said. 

“We’re Too Close to the Debris”

On Feb. 26 of last year, with the investigation into Starship Flight 7 still open, the FAA cleared Flight 8 to proceed, saying it “determined SpaceX met all safety, environmental and other licensing requirements.” 

The action was allowed under a practice that began during the first Trump administration, known as “expedited return-to-flight,” that permitted commercial space companies to launch again even before the investigation into a prior problematic flight was complete, as long as safety systems were working properly.

Coleman, who took a voluntary separation offer last year, said that before granting approval, the FAA confirmed that “safety critical systems,” such as the rocket’s ability to self-destruct if it went off course, worked as designed during Flight 7. 

By March 6, SpaceX was ready to launch again. This time the FAA gave pilots a heads-up an hour and 40 minutes before liftoff. 

“In the event of a debris-generating space launch vehicle mishap, there is the potential for debris falling within an area,” the advisory said, again listing coordinates for two zones in the Gulf and Caribbean. 

The FAA said a prelaunch safety analysis, which includes planning for potential debris, “incorporates lessons learned from previous flights.” The zone described in the agency’s advisory for the Caribbean was wider and longer than the previous one, while the area over the Gulf was significantly expanded.

Flight 8 launched at 6:30 p.m. EST and its booster returned to the launchpad as planned. But a little more than eight minutes into the flight, some of Starship’s engines cut out. The craft went into a spin and about 90 seconds later SpaceX lost touch with it and it exploded.

The FAA activated the no-fly zones less than two minutes later, using the same coordinates it had released prelaunch. 

Even with the advance warning, data shows at least five planes were in the debris zones at the time of the explosion, and they all cleared the airspace in a matter of minutes. 

A pilot on one of those planes, Frontier Flight 081, told passengers they could see the rocket explosion out the right-side windows. Dane Siler and Mariah Davenport, who were heading home to the Midwest after vacationing in the Dominican Republic, lifted the window shade and saw debris blazing across the sky, with one spot brighter than the rest.

“It literally looked like the sun coming out,” Siler told ProPublica. “It was super bright.”

They and other passengers shot videos, marveling at what looked like fireworks, the couple said. The Starship fragments appeared to be higher than the plane, many miles off. But before long, the pilot announced “I’m sorry to report that we have to turn around because we’re too close to the debris,” Siler said.

Frontier did not respond to requests for comment.

The FAA lifted the restriction on planes flying through the debris zone about 30 minutes after Starship exploded, much sooner than it had in January. The agency said that the Space Force had “notified the FAA that all debris was down approximately 30 minutes after the Starship Flight 8 anomaly.”

But in response to ProPublica’s questions, the Space Force acknowledged that it did not track the debris in real time. Instead, it said “computational modeling,” along with other scientific measures, allowed the agency to “predict and mitigate risks effectively.” The FAA said “the aircraft were not at risk” during the aftermath of Flight 8.

Experts told ProPublica that the science underlying such modeling is far from settled, and the government’s ability to anticipate how debris will behave after an explosion like Starship’s is limited. “You’re not going to find anybody who’s going to be able to answer that question with any precision,” said John Crassidis, an aerospace engineering professor at the University of Buffalo. “At best, you have an educated guess. At worst, it’s just a potshot.” 

Where pieces fall — and how long they take to land — depends on many factors, including atmospheric winds and the size, shape and type of material involved, experts said. 

During the breakup of Flight 7, the FAA kept airspace closed for roughly 86 minutes. However, Diez, the SpaceX executive, told attendees at the industry conference that, in fact, it had taken “hours” for all the debris to reach the ground. The FAA, SpaceX and Diez did not respond to follow-up questions about her remarks.

It’s unclear how accurate the FAA’s debris projections were for the March explosion. The agency acknowledged that debris fell in the Bahamas, but it did not provide ProPublica the exact location, making it impossible to determine whether the wreckage landed where the FAA expected. While some of the country’s islands were within the boundaries of the designated debris zone, most were not. Calls and emails to Bahamas officials were not returned.

The FAA said no injuries or serious property damage occurred.

FAA Greenlights More Launches

By May, after months of Musk’s Department of Government Efficiency slashing spending and firing workers at federal agencies across Washington, the FAA granted SpaceX’s request to exponentially increase the number of Starship launches from Texas.

Starship is key to “delivering greater access to space and enabling cost-effective delivery of cargo and people to the Moon and Mars,” the FAA found. The agency said it will make sure parties involved “are taking steps to ensure the safe, efficient, and equitable use” of national airspace.

The U.S. is in a race to beat China to the lunar surface — a priority set by Trump’s first administration and continued under President Joe Biden. Supporters say the moon can be mined for resources like water and rare earth metals, and can offer a place to test new technologies. It could also serve as a stepping stone for more distant destinations, enabling Musk to achieve his longstanding goal of bringing humans to Mars. 

Trump pledged last January that the U.S. will “pursue our Manifest Destiny into the stars, launching American astronauts to plant the Stars and Stripes on the planet Mars.” 

But with experimental launches like Starship’s, Jangelis said, the FAA should be “as conservative as possible” when managing the airspace below them.

“We expect the FAA to make sure our aircraft and our passengers stay safe,” he said. “There has to be a balance between the for-profit space business and the for-profit airlines and commerce.”

A More Conservative Approach

In mid-May, United Kingdom officials sent a letter to their U.S. counterparts, asking that SpaceX and the FAA change Starship’s flight path or take other precautions because they were worried about the safety of their Caribbean territories.

The following day, the FAA announced in a news release that it had approved the next Starship launch, pending either the agency’s closure of the investigation into Flight 8 or granting of a “return to flight” determination.

A week later, with the investigation into Flight 8 still open, the agency said SpaceX had “satisfactorily addressed” the causes of the mishap. The FAA did not detail what those causes were at the time but said it would verify that the company implemented all necessary “corrective actions.” 

This time the FAA was more aggressive on air safety. 

The agency preventively closed an extensive swath of airspace extending 1,600 nautical miles from the launch site, across the Gulf of Mexico and through part of the Caribbean. The FAA said that 175 flights or more could be affected, and it advised Turks and Caicos’ Providenciales International Airport to close during the launch.

The agency said the move was driven in part by an “updated flight safety analysis” and SpaceX’s decision to reuse a previously launched Super Heavy booster — something the company had never tried before. The agency also said it was “in close contact and collaboration with the United Kingdom, Turks & Caicos Islands, Bahamas, Mexico, and Cuba.”

Coleman told ProPublica that the concerns of the Caribbean countries, along with Starship’s prior failures, helped convince the FAA to close more airspace ahead of Flight 9.

On May 27, the craft lifted off at 7:36 p.m. EDT, an hour later than in March and two hours later than in January. The FAA said it required the launch window to be scheduled during “non-peak transit periods.”

This mission, too, ended in failure.

Starship’s Super Heavy booster blew up over the Gulf of Mexico, where it was supposed to have made what’s called a “hard splashdown.” 

In response, the FAA again activated an emergency no-fly zone. Most aircraft had already been rerouted around the closed airspace, but the agency said it diverted one plane and put another in a holding pattern for 24 minutes. The FAA did not provide additional details on the flights.

According to the agency, no debris fell outside the hazard area where the FAA had closed airspace. Pieces from the booster eventually washed up on Mexico’s beaches.

Starship’s upper stage reached the highest planned point in its flight path, but it went into a spin on the way down, blowing up over the Indian Ocean.

The Path Ahead

SpaceX launched Starship again in August and October. Unlike the prior flights, both went off without incident, and the company said it was turning its focus to the next generation of Starship to provide “service to Earth orbit, the Moon, Mars, and beyond.”

But about a week later, Transportation Secretary Sean Duffy said he would open up SpaceX’s multibillion-dollar contract for a crewed lunar lander to rival companies. SpaceX is “an amazing company,” he said on CNBC. “The problem is, they’re behind.”

Musk pushed back, saying on X that “SpaceX is moving like lightning compared to the rest of the space industry.” He insulted Duffy, calling him “Sean Dummy” and saying “The person responsible for America’s space program can’t have a 2 digit IQ.”

The Department of Transportation did not respond to a request for comment or make Duffy available.

In a web post on Oct. 30, SpaceX said it was proposing “a simplified mission architecture and concept of operations” that would “result in a faster return to the Moon while simultaneously improving crew safety.”

SpaceX is now seeking FAA approval to add new trajectories as Starship strives to reach orbit. Under the plan, the rocket would fly over land in Florida and Mexico, as well as the airspace of Cuba, Jamaica and the Cayman Islands, likely disrupting hundreds of flights. 

In its letter, the pilots’ union told the FAA that testing Starship “over a densely populated area should not be allowed (given the dubious failure record)” until the craft becomes more reliable. The planned air closures could prove “crippling” for the Central Florida aviation network, it added.

Still, SpaceX is undeterred. 

Diez, the company executive, said on X in October, “We are putting in the work to make 2026 an epic year for Starship.”

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The post “We’re Too Close to the Debris” appeared first on ProPublica.

President Donald Trump signed into law this month a measure that prohibits anyone based in China and other adversarial countries from accessing the Pentagon’s cloud computing systems.

The ban, which is tucked inside the $900 billion defense policy law, was enacted in response to a ProPublica investigation this year that exposed how Microsoft used China-based engineers to service the Defense Department’s computer systems for nearly a decade — a practice that left some of the country’s most sensitive data vulnerable to hacking from its leading cyber adversary.

U.S.-based supervisors, known as “digital escorts,” were supposed to serve as a check on these foreign employees, but we found they often lacked the expertise needed to effectively supervise engineers with far more advanced technical skills.

In the wake of the reporting, leading members of Congress called on the Defense Department to strengthen its security requirements while blasting Microsoft for what some Republicans called “a national betrayal.” Cybersecurity and intelligence experts have told ProPublica that the arrangement posed major risks to national security, given that laws in China grant the country’s officials broad authority to collect data.

Microsoft pledged in July to stop using China-based engineers to service Pentagon cloud systems after Defense Secretary Pete Hegseth publicly condemned the practice. “Foreign engineers — from any country, including of course China — should NEVER be allowed to maintain or access DoD systems,” Hegseth wrote on X.

In September, the Pentagon updated its cybersecurity requirements for tech contractors, banning IT vendors from using China-based personnel to work on Defense Department computer systems. The new law effectively codifies that change, requiring Hegseth to prohibit individuals from China, Russia, Iran and North Korea from having direct or indirect access to Defense Department cloud computing systems.

Microsoft declined to comment on the new law. Following the earlier changes, a spokesperson said the company would “work with our national security partners to evaluate and adjust our security protocols in light of the new directives.”

Rep. Elise Stefanik, a Republican who serves on the House Armed Service Committee, celebrated the development, saying it “closes contractor loopholes … following the discovery that companies like Microsoft exploited” them. Sen. Tom Cotton, the GOP chair of the Senate Select Committee on Intelligence who has been critical of the tech giant, also heralded the legislation, saying it “includes much-needed efforts to protect our nation’s critical infrastructure, which is threatened by Communist China and other foreign adversaries.”

The legislation also bolsters congressional oversight of the Pentagon’s cybersecurity practices, mandating that the secretary brief the congressional defense committees on the changes no later than June 1, 2026. After that, such briefings will take place annually for the next three years, including updates on the “effectiveness of controls, security incidents, and recommendations for legislative or administrative action.”

As ProPublica reported, Microsoft initially developed the digital escort program as a work-around to a Defense Department requirement that people handling sensitive data be U.S. citizens or permanent residents.

The company has maintained that it disclosed the program to the Pentagon and that escorts were provided “specific training on protecting sensitive data” and preventing harm. But top Pentagon officials have said they were unaware of Microsoft’s program until ProPublica’s reporting.

A copy of the security plan that the company submitted to the Defense Department in 2025 showed Microsoft left out key details of the escort program, making no reference to its China-based operations or foreign engineers at all.

This summer, Hegseth announced that the department had opened an investigation into whether any of Microsoft’s China-based engineers had compromised national security. He also ordered a new third-party audit of the company’s digital-escort program. The Pentagon did not respond to a request for comment on the status of those inquiries.

The post Trump Signs Defense Bill Prohibiting China-Based Engineers in Pentagon IT Work appeared first on ProPublica.

In 2025, NASA’s Armstrong Flight Research Center in Edwards, California, advanced work across aeronautics, Earth science, exploration technologies, and emerging aviation systems, reinforcing its role as one of the agency’s primary test sites for aeronautics research. From early concept evaluations to full flight test campaigns, teams enhanced measurement tools, refined safety systems, and generated data that supported missions across NASA. Operating from the Mojave Desert, NASA Armstrong continued applying engineering design with real-world performance, carrying forward research that informs how aircraft operate today and how new systems may function in the future.

The year’s progress also reflects the people behind the work – engineers, technicians, pilots, operators, and mission support staff who navigate complex tests and ensure each mission advances safely and deliberately. Their efforts strengthened partnerships with industry, small businesses, and universities while expanding opportunities for students and early career professionals. Together they sustained NASA Armstrong’s long-standing identity as a center where innovation is proven in flight and where research helps chart the course for future aviation and exploration.

“We executed our mission work safely, including flight of the first piloted NASA X-plane in decades, while under challenging conditions,” said Brad Flick, center director of NASA Armstrong. “It tells me our people embrace the work we do and are willing to maintain high levels of professionalism while enduring personal stress and uncertainty. It’s a testimony to the dedication of our NASA and contractor workforce.”

Teams continued advancing key projects, supporting partners, and generating data that contributes to NASA’s broader mission.

Quiet supersonic flight and the Quesst mission

NASA Armstrong continued its quiet supersonic research, completing a series of activities in support of NASA’s Quesst mission. On the X-59 quiet supersonic research aircraft, the team performed electromagnetic interference tests and ran engine checks to prepare the aircraft for taxi tests. The Schlieren, Airborne Measurements, and Range Operations for Quesst (SCHAMROQ) team completed aircraft integration and shock-sensing probe calibration flights, refining the tools needed to characterize shock waves from the X-59. These efforts supported the aircraft’s progression toward its first flight on Oct. 28, marking a historic milestone and the beginning of its transition to NASA Armstrong for continued testing.

The center’s Commercial Supersonic Technology (CST) team also conducted airborne validation flights using NASA F-15s, confirming measurement systems essential for Quesst’s next research phase. Together, this work forms the technical backbone for upcoming community response studies, where NASA will evaluate whether quieter supersonic thumps could support future commercial applications.

• The X-59 team completed electromagnetic interference testing on the aircraft, verifying system performance and confirming that all its systems could reliably operate together.
• NASA’s X-59 engine testing concluded with a maximum afterburner test that demonstrated the engine’s ability to generate the thrust required for supersonic flight.
• Engineers conducted engine speed-hold evaluations to assess how the X-59’s engine responds under sustained throttle conditions, generating data used to refine control settings for upcoming flight profiles.
• NASA Armstrong’s SCHAMROQ team calibrated a second shock-sensing probe to expand measurement capability for future quiet supersonic flight research.
• NASA Armstrong’s CST team validated the tools that will gather airborne data in support the second phase of the agency’s Quesst mission.
• NASA’s X-59 team advanced preparations on the aircraft through taxi tests, ensuring aircraft handling systems performed correctly ahead of its first flight.
• NASA Armstrong’s photo and video team documented X-59 taxi tests as the aircraft moved under its own power for the first time.
• The X-59 team evaluated braking, steering, and integrated systems performance after the completion of the aircraft’s low-speed taxi tests marking one of the final steps before flight.
• NASA Armstrong teams advanced the X-59 toward first flight by prioritizing safety at every step, completing checks, evaluations, and system verifications to ensure the aircraft was ready when the team was confident it could move forward.
• NASA and the Lockheed Martin contractor team completed the X-59’s historic first flight, delivering the aircraft to NASA Armstrong for the start of its next phase of research.

Ultra-efficient and high-speed aircraft research

Across aeronautics programs, Armstrong supported work that strengthens NASA’s ability to study sustainable, efficient, and high-performance aircraft. Teams conducted aerodynamic measurements and improved test-article access for instrumentation, enabling more precise evaluations of advanced aircraft concepts. Engineers continued developing tools and techniques to study aircraft performance under high-speed and high-temperature conditions, supporting research in hypersonic flight.

• The Sustainable Flight Demonstrator research team measured airflow over key wing surfaces in a series of wind tunnel tests, generating data used to refine future sustainable aircraft designs.
• Technicians at NASA Armstrong installed a custom structural floor inside the X-66 demonstrator, improving access for instrumentation work and enabling more efficient modification and evaluation.
• Armstrong engineers advanced high-speed research by maturing an optical measurement system that tracks heat and structural strain during hypersonic flight, supporting future test missions.

Transforming air mobility and new aviation systems

NASA Armstrong supported multiple aspects of the nation’s growing air mobility ecosystem. Researchers conducted tests and evaluations to better understand aircraft performance, airflow, and passenger experience. Additional work included assessing drone-based inspection techniques, developing advanced communication networks, performing drop tests, and refining methods to evaluate emerging mobility aircraft.

These studies support NASA’s broader goal of integrating new electric, autonomous, and hybrid aircraft safely into the national airspace.

• A small business partnership demonstrated drone-based inspection techniques that could reduce maintenance time and improve safety for commercial aircraft operations.
• NASA Armstrong researchers tested air traffic surveillance technology against the demands of air taxis flying at low altitudes through densely populated cities, using the agency’s Pilatus PC-12 to support safer air traffic operations.
• Researchers at NASA Armstrong collected airflow data from Joby using a ground array of sensors to examine how its circular wind patterns might affect electric air taxi performance in future urban operations.
• NASA Armstrong’s Ride Quality Laboratory conducted air taxi passenger comfort studies in support of the agency’s Advanced Air Mobility mission to better understand how motion, vibration, and other factors affect ride comfort, informing the industry’s development of electric air taxis and drones.

Earth observation and environmental research

Earth science campaigns at NASA Armstrong contributed to the agency’s ability to monitor environmental changes and improve satellite data accuracy. Researchers tested precision navigation systems that keep high-speed aircraft on path, supporting more accurate atmospheric and climate surveys. Airborne measurements and drone flights documented wildfire behavior, smoke transport, and post-fire impacts while gathering temperature, humidity, and airflow data during controlled burns. These efforts also supported early-stage technology demonstrations, evaluating new wildfire sensing tools under real flight conditions to advance fire response research. High-altitude aircraft contributed to missions that improved satellite calibration, refined atmospheric measurements, and supported snowpack and melt studies to enhance regional water-resource forecasting.

• Researchers at NASA Armstrong tested a new precision‑navigation system that can keep high‑speed research aircraft on exact flight paths, enabling more accurate Earth science data collection during airborne environmental and climate‑survey missions.
• NASA’s B200 King Air flew over wildfire‑affected regions equipped with the Compact Fire Infrared Radiance Spectral Tracker (c‑FIRST), collecting thermal‑infrared data to study wildfire behavior, smoke spread, and post‑fire ecological impacts in near real time.
• NASA Armstrong’s Alta X drone carried a 3D wind sensor and a radiosonde to measure temperature, pressure, humidity, and airflow during a prescribed burn in Geneva State Forest, gathering data to help improve wildland fire behavior models and support firefighting agencies.
• NASA’s ER‑2 aircraft carried the Airborne Lunar Spectral Irradiance (air-LUSI) instrument on night flights, measuring moonlight reflectance to generate calibration data – improving the accuracy of Earth‑observing satellite measurements.
• The center’s ER-2 also flew above cloud layers with specialized instrumentation to collect atmospheric and cloud measurements. These data help validate and refine Earth observing satellite retrievals, improving climate, weather, and aerosol observations.
• Airborne campaigns at NASA Armstrong measured snowpack and melt patterns in the western U.S., providing data to improve water-resource forecasting for local communities.

Exploration technology and Artemis support

NASA Armstrong supported exploration technologies that will contribute to agency’s return to the Moon and future missions deeper into the solar system, including sending the first astronauts – American astronauts – to Mars. Teams advanced sensor systems and conducted high-altitude drop tests to capture critical performance data, supporting the need for precise entry, descent, and landing capabilities on future planetary missions.

Contributions from NASA Armstrong also strengthen the systems and technologies that help make Artemis – the agency’s top priority – safer, more reliable, and more scientifically productive, supporting a sustained human presence on the Moon and preparing for future human exploration of Mars.

• The EPIC team at NASA Armstrong conducted research flights to advance sensor technology for supersonic parachute deployments, evaluating performance during high-speed, high-altitude drops relevant to future planetary missions.
• Imagery from the EPIC test flights at NASA Armstrong highlights the parachute system’s high-altitude deployment sequence and demonstrated its potential for future Mars delivery concepts.

People, workforce, and community engagement

The center expanded outreach, education, and workforce development efforts throughout the year. Students visited NASA Armstrong for hands-on exposure to careers in aeronautics, while staff and volunteers supported a regional robotics competition that encouraged exploration of the field. Educators brought aeronautics concepts directly into classrooms across the region, and interns from around the country gained experience supporting real flight research projects.

NASA Armstrong also highlighted unique career pathways and recognized employees whose work showcases the human side of NASA missions. A youth aviation program launched with a regional museum provided additional opportunities for young learners to explore flight science, further strengthening the center’s community impact:

• Students from Palmdale High School Engineering Club visited NASA Armstrong, where staff engaged with them to explore facilities, discuss aerospace work, and promote STEM careers as part of the center’s community outreach.
• NASA Armstrong staff and volunteers mentored high school teams at the 2025 Aerospace Valley FIRST Robotics Competition, helping students build and test robots and providing hands-on experience with engineering to foster interest in STEM careers.
• In April, NASA Armstrong expanded outreach in 2025 by bringing aeronautics concepts to students through classroom workshops, presentations, and hands-on activities, giving young learners direct exposure to NASA research and inspiring possible future careers in science and engineering.
• Students from across the country participated in internships at NASA Armstrong, gaining hands-on experience in flight research and operations while contributing to real-world aerospace projects.
• In May, a NASA Armstrong videographer earned national recognition for work that highlights the people behind the center’s research missions, showing how scientists, engineers, and flight crews collaborate to advance aeronautics and space exploration.
• Daniel Eng, a systems engineer with NASA’s Air Mobility Pathfinders project, shared his career path from the garment industry to aerospace, illustrating how diverse experiences contribute to the center’s technical workforce and support its advanced flight research and engineering projects.
• In June, NASA Armstrong recognized one of its interns for hands-on work with the center’s aircraft. With more than a decade in the auto industry, they demonstrated how early career engineers can gain real-world experience and develop skills for careers in aerospace and flight research.
• NASA Armstrong partnered with a regional museum to create a youth aviation program that introduces students to flight science and operations, providing hands-on learning opportunities and inspiring interest in aerospace and STEM careers.

Center infrastructure and research capabilities

Facility improvements and new platforms strengthened NASA Armstrong’s research capabilities. A rooftop operation removed a historic telemetry pedestal to make way for updated infrastructure, while preserving an important artifact of the center’s flight test heritage. Engineers also completed a new subscale research aircraft, providing a flexible, cost-effective platform for evaluating aerodynamics, instrumentation, and flight control concepts in preparation for full-scale testing:

• The center improved workspace access and supported a re-roofing project during a helicopter crew operation that removed a 2,500-pound telemetry pedestal from a building rooftop, preserving a piece of the center’s flight history heritage.
• Engineers at NASA Armstrong built a new subscale experimental aircraft to replace the center’s aging MicroCub. The 14-foot wingspan, 60-pound aircraft provides a flexible, cost-effective platform for testing aerodynamics, instrumentation, and flight control concepts while reducing risk before full-scale or crewed flight tests.

Looking ahead

NASA Armstrong will continue advancing flight research across aeronautics and Earth science, building on this year’s achievements. Upcoming efforts include additional X-59 flights, expanded quiet supersonic studies, new air mobility evaluations, high-altitude science campaigns, and maturing technologies that support hypersonic research and the Artemis program for future planetary missions.

“Next year will be a year of continuity, but also change,” Flick said. “The agency’s new Administrator, Jared Isaacman, will bring a renewed mission-first focus to the agency, and NASA Armstrong will push the boundaries of what’s possible. But the most important thing we can do is safely and successfully execute our portfolio of work within budget and schedule.”

For more than seven decades, NASA Armstrong has strengthened the nation’s understanding of flight. This year’s work builds on that legacy, helping shape the future of aviation and exploration through research proven in the air.

To explore more about NASA Armstrong’s missions, research, and discoveries, visit:

https://www.nasa.gov/armstrong

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The airliner you board in the future could look a lot different from today’s, with longer, thinner wings that provide a smoother ride while saving fuel.

Those wings would be a revolutionary design for commercial aircraft, but like any breakthrough technology, they come with their own development challenges – which experts from NASA and Boeing are now working to solve. 

When creating lift, longer, thinner wings can reduce drag, making them efficient. However, they can become very flexible in flight.

Through their Integrated Adaptive Wing Technology Maturation collaboration, NASA and Boeing recently completed wind tunnel tests of a “higher aspect ratio wing model” looking for ways to get the efficiency gains without the potential issues these kinds of wings can experience. 

“When you have a very flexible wing, you’re getting into greater motions,” said Jennifer Pinkerton, a NASA aerospace engineer at NASA Langley Research Center in Hampton, Virginia. “Things like gust loads and maneuver loads can cause even more of an excitation than with a smaller aspect ratio wing. Higher aspect ratio wings also tend to be more fuel efficient, so we’re trying to take advantage of that while simultaneously controlling the aeroelastic response.”  

 

Without the right engineering, long, thin wings could potentially bend or experience a condition known as wing flutter, causing aircraft to vibrate and shake in gusting winds.  

“Flutter is a very violent interaction,” Pinkerton said. “When the flow over a wing interacts with the aircraft structure and the natural frequencies of the wing are excited, wing oscillations are amplified and can grow exponentially, leading to potentially catastrophic failure. Part of the testing we do is to characterize aeroelastic instabilities like flutter for aircraft concepts so that in actual flight, those instabilities can be safely avoided.” 

To help demonstrate and understand this, researchers from NASA and Boeing sought to soften the impacts of wind gusts on the aircraft, lessen the wing loads from aircraft turns and movements, and suppress wing flutter.

Reducing or controlling those factors can have a significant impact on an aircraft’s performance, fuel efficiency, and passenger comfort. 

Testing for this in a controlled environment is impossible with a full-sized commercial airliner, as no wind tunnel could accommodate one.

However, NASA Langley’s Transonic Dynamics Tunnel, which has been contributing to the design of U.S. commercial transports, military aircraft, launch vehicles, and spacecraft for over 60 years, features a test section 16 feet high by 16 feet wide, big enough for large-scale models. 

 To shrink a full-size plane down to scale, NASA and Boeing worked with NextGen Aeronautics, which designed and fabricated a complex model resembling an aircraft divided down the middle, with one 13-foot wing.

Mounted to the wall of the wind tunnel, the model was outfitted with 10 control surfaces – moveable panels – along the wing’s rear edge. Researchers adjusted those control surfaces to control airflow and reduce the forces that were causing the wing to vibrate.

Instruments and sensors mounted inside the model measured the forces acting on the model, as well as the vehicle’s responses.

The model wing represented a leap in sophistication from a smaller one developed during a previous NASA-Boeing collaboration called the Subsonic Ultra Green Aircraft Research (SUGAR).

“The SUGAR model had two active control surfaces,” said Patrick S. Heaney, principal investigator at NASA for the Integrated Adaptive Wing Technology Maturation collaboration. “And now on this particular model we have ten. We’re increasing the complexity as well as expanding what our control objectives are.”  

A first set of tests, conducted in 2024, gave experts baseline readings that they compared to NASA computational simulations, allowing them to refine their models. A second set of tests in 2025 used the additional control surfaces in new configurations.

The most visible benefits of these new capabilities appeared during testing to alleviate the forces from gusting winds, when researchers saw the wing’s shaking greatly reduced.

With testing completed, NASA and Boeing experts are analyzing data and preparing to share their results with the aviation community. Airlines and original equipment manufacturers can learn and benefit from the lessons learned, deciding which to apply to the next generation of aircraft.  

“Initial data analyses have shown that controllers developed by NASA and Boeing and used during the test demonstrated large performance improvements,” Heaney said. “We’re excited to continue analyzing the data and sharing results in the months to come.” 

NASA’s Advanced Air Transport Technology project works to advance aircraft design and technology under the agency’s Advanced Air Vehicles program, which studies, evaluates, and develops technologies and capabilities for new aircraft systems. The project and program fall within NASA’s Aeronautics Research Mission Directorate. 

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Picture this: You’re just about done with a transoceanic flight, and the tracker in your seat-back screen shows you approaching your destination airport. And then … you notice your plane is moving away. Pretty far away. You approach again and again, only to realize you’re on a long, circling loop that can last an hour or more before you land. 

If this sounds familiar, there’s a good chance the delay was caused by issues with trajectory prediction. Your plane changed its course, perhaps altering its altitude or path to avoid weather or turbulence, and as a result its predicted arrival time was thrown off.  

“Often, if there’s a change in your trajectory – you’re arriving slightly early, you’re arriving slightly late – you can get stuck in this really long, rotational holding pattern,” said Shivanjli Sharma, NASA’s Air Traffic Management–eXploration (ATM-X) project manager at the agency’s Ames Research Center in California’s Silicon Valley. 

This inconvenience to travelers is also an economic and efficiency challenge for the aviation sector, which is why NASA has worked for years to study the issue, and recently teamed with Boeing to conduct real-time tests of an advanced system that shares trajectory data between an aircraft and its support systems. 

Boeing began flying a United Airlines 737 for about two weeks in October, testing a data communication system designed to improve information flow between the flight deck, air traffic control, and airline operations centers. The work involved several domestic flights based in Houston, as well as a flight over the Atlantic to Edinburgh, Scotland. 

The testing was Boeing’s most recent with its ecoDemonstrator Explorer program, through which the company works with public and private partners to accelerate aviation innovations. This year’s ecoDemonstrator flight partners included NASA, the Federal Aviation Administration, United Airlines, several aerospace companies, as well as academic and government researchers. 

NASA’s work in the testing involved the development of an oceanic trajectory prediction service – a system for sharing and updating trajectory information, even over a long, transoceanic flight that involves crossing over from U.S. air traffic systems into those of another country. The collaboration allowed NASA to get a more accurate look at what’s required to reduce gaps in data sharing. 

“At what rate do you need these updates in an oceanic environment?” Sharma said. “What information do you need from the aircraft? Having the most accurate trajectory information will allow aircraft to move more efficiently around the globe.” 

Boeing and the ecoDemonstrator collaborators plan to use the flight data to move the data communication system toward operational service. The work has allowed NASA to continue its work to improve trajectory prediction, and through its connection with partners, put its research into practical use as quickly as possible. 

“This partnership has allowed NASA to further its commitment to transformational aviation research,” Sharma said. “Bringing our expertise in trajectory prediction together with the contributions of so many innovative partners contributes to global aviation efficiency that will yield real benefits for travelers and industry.” 

NASA ATM-X’s part in the collaboration falls under the agency’s Airspace Operations and Safety Program, which works to enable safe, efficient aviation transportation operations that benefit the flying public and industry. The work is supported through NASA’s Aeronautics Research Mission Directorate.  

NASA is helping shape the future of urban air travel with a new simulation that will manage how electric air taxis and drones can successfully operate within busy areas.  

The demonstration, held at NASA’s Ames Research Center in California’s Silicon Valley earlier this year, focused on a system called the Strategic Deconfliction Simulation, which helps coordinate flight plans before takeoff, reducing the risk of conflicts in busy urban environments 

At the event, researchers demonstrated NASA’s Situational Viewer and Demand-Capacity Balancing Monitor, which visualizes air traffic and adjusts flight plans in real time. The simulation demonstrated traffic scenarios involving drone operations throughout the Dallas-Fort Worth area, testing how preplanned flights could improve congestion and manage the demand and capacity of the airspace – ensuring that all aircraft can operate smoothly even in crowded conditions. 

Working with industry partners is critical to NASA’s efforts to develop and refine technologies needed for future air mobility. During the simulation, the company, ANRA Technologies, demonstrated its fleet and vertiport management systems, which are designed to support the coordination of multiple aircraft and ground operations. 

“Simulating these complex environments supports broader efforts to ensure safe integration of drones and other advanced vehicles into the US airspace,” said Hanbong Lee, engineer at NASA Ames. “By showcasing these capabilities, we’re delivering critical data and lessons learned to support efforts at NASA and industry.” 

This demonstration is another step toward the NASA team’s plan to hold a technical capability level simulation in 2026. This upcoming simulation would help shape the development of services aimed at managing aircraft flying in urban areas.  

The simulation was created through a NASA team from its Air Mobility Pathfinders project, part of the agency’s continuing work to find solutions for safely integrating innovative new aircraft such as air taxis into U.S. cities and the national airspace. By developing advanced evaluations and simulations, the project supports safe, scalable, and publicly trusted air travel in urban areas, paving the way for a future where air taxis and drones are a safe and reliable part of everyday life. 

The project falls under NASA’s Airspace Operations and Safety Program, which works to enable safe and efficient aviation transportation.