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Blue Origin boss: Government should forget launch and focus on “exotic” missions

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“There’s not yet a commercial reason only to go to the Moon with humans.”

In this long exposure photograph, Blue Origin’s New Glenn rocket pierces a cloud deck over Florida’s Space Coast on its inaugural flight January 16. Credit: Blue Origin

Eighteen months after leaving his job as a vice president at Amazon to take over as Blue Origin’s chief executive, Dave Limp has some thoughts on how commercial companies and government agencies like NASA should explore the Solar System together.

Limp had no background in the space industry before taking the helm of Jeff Bezos’ space company in December 2023. He started his career as a computer scientist at Apple, took a stint at a venture capital firm, and joined Amazon in 2010, where he managed development of consumer devices like Alexa, Kindle, and the Fire TV.

“I had no thoughts of ever running a space company,” Limp said Thursday at a space conference in Washington, DC. “I’ve done consumer electronics my whole life. Started at Apple and did a bunch of other things, and so when I decided to retire from Amazon, I was looking for something that I could give back a little bit, be a little bit more philanthropic in the sort of second half of my career. I didn’t want to stop working, just wanted to do something different. And about that same time, Jeff was looking for a CEO.”

While he’s still a relative newcomer to the space business, Limp’s views align with those of many policy wonks and industry leaders who have the ears of senior officials in the Trump administration, including Jared Isaacman, President Trump’s nominee to become the next NASA administrator. Limp’s long tenure at Amazon and his selection as Blue Origin’s new CEO demonstrate that he also has the trust of Bezos, who was dissatisfied with his company’s slow progress in spaceflight.

“I think Jeff convinced me, and he’s very persuasive, that Blue didn’t need another rocket scientist,” Limp said. “We have thousands of the world’s best rocket scientists. What we needed was a little bit more decisiveness, a little bit more ability to think about: How do we manufacture at scale? And those are things I’ve done in the past, and so I’ve never looked back.”

David Limp, CEO of Blue Origin, speaks during the 2025 Humans to the Moon and Mars Summit at George Washington University in Washington, DC, on May 29, 2025. Credit: Alex Wroblewski / AFP via Getty Images

Leave it to us

In remarks Thursday at the Humans to the Moon & Mars Summit, Limp advocated for commercial companies, like his own, taking a larger role in developing the transportation and infrastructure to meet lofty national objectives established by government leaders.

In some ways, NASA has long been moving in this direction, beginning with initiatives ceding most launch services to private industry in the 1990s. More recently, NASA has turned to commercial companies for crew and cargo deliveries to the International Space Station and cargo and human-rated Moon landers.

However, NASA, with the backing of key congressional leaders, has held an iron grip on having its own heavy-lift launcher and crew capsule to ferry astronauts between Earth and destinations beyond low-Earth orbit. Now, these vehicles—the Space Launch System and Orion spacecraft—may be canceled if Congress agrees with Trump’s proposed NASA budget.

Commercial rockets close to matching or exceeding the Space Launch System’s lift capability are available for purchase or likely will be soon. These include SpaceX’s Starship mega-rocket and Blue Origin’s New Glenn launcher. Both are already key elements of NASA’s Artemis program, which aims to land US astronauts on the Moon as a stepping stone toward human expeditions to Mars.

But NASA still plans to use its government-owned Space Launch System rocket and Orion spacecraft to transport astronauts out to the Moon, where they will rendezvous with a Starship or Blue Origin’s Blue Moon lander to fly to and from the lunar surface.

SLS and Orion are expensive vehicles, costing more than $4 billion per launch for the initial set of four Artemis missions, according to a report by NASA’s inspector general. While commercial companies like Boeing, Lockheed Martin, and Northrop Grumman build elements of SLS and Orion, NASA acts as the prime integrator. The agency signed cost-plus contracts with the companies building SLS and Orion, meaning the government is on the hook for cost overruns. And there have been many.

Artist’s concept of Blue Ring, a propulsive spacecraft platform Blue Origin says it is developing to carry payloads to different orbits, and possibly all the way to Mars, at lower costs than feasible today. Credit: Blue Origin

NASA’s robotic science probes are also getting more expensive, even when accounting for inflation. Given the way NASA procures science probes, it would cost NASA more today to send an orbiter to Mars than it did for a similarly sized spacecraft a quarter-century ago.

This has to change in order for NASA and private companies like Blue Origin and SpaceX to make their ambitions a reality, Limp said Thursday.

“I think commercial folks can worry about the infrastructure,” he said. “We can do the launch. We can build the satellite buses that can get you to Mars much more frequently, that don’t cost billions of dollars. We can take a zero, and over time, maybe two zeros off of that. And if the governments around the world leave that to the commercial side, then there are a lot more resources that are freed up for the science side, for the national prestige side, and those types of things.”

The bottom line

Limp followed these comments with a dose of realism you don’t often hear from space industry executives. While there’s a growing list of commercially viable markets in space (things like Starlink and satellite servicing wouldn’t have been money-makers 20 years ago), the market for human spaceflight still requires some level of government commitment.

“I think the thing about bringing commercial aspects to exploration, to science, to the Moon, to Mars, is that we have to see a business prospect for it,” Limp said. “We have to turn it into a business, and that benefits American taxpayers because we will use that capital as efficiently as we can to get to the Moon, to get to Mars in a safe way, but in a way that’s the most efficient.

“We’re committed to that, no matter what the architecture looks like, but it does take the US government and international governments to have the motivation to do it,” he continued. “There’s not yet a commercial reason only to go to the Moon with humans. There are lots of commercial reasons to put robotics on the Moon and other types of things. So, we do need to have conviction that the Moon is important and Mars is important as well.”

Trump and Musk, an ally and advisor to the president, rekindled the question of Moon or Mars in a series of remarks during the early weeks of the new Trump administration. The Artemis Moon program began during the first Trump administration, with the goal of returning astronauts to the Moon for the first time since 1972. NASA would establish a sustained presence at the Moon, using our nearest planetary body as a proving ground for the next destination for humans in Solar System exploration: Mars.

Space industry rivals Jeff Bezos, second from left, and Elon Musk, second from right, inside the US Capitol for President Donald Trump’s inauguration on January 20, 2025. Credit: Chip Somodevilla/Getty Images

SpaceX’s Starship, while capable of one day landing on the Moon, was designed for long-duration cruises to Mars. Blue Origin’s Blue Moon is tailored for lunar landings.

“As an American, I don’t want another Sputnik moment,” Limp said. “From my standpoint, getting boots on the Moon and setting the groundwork for permanence on the Moon is of national importance and urgency. Rest assured, Blue will do everything in its power to try to make that happen, but in a cost-effective way.”

NASA, please don’t leave us

Since retaking office in January, Trump has mentioned human missions to Mars multiple times, but not the Moon. Isaacman, who may be confirmed as NASA administrator by the Senate as soon as next week, told lawmakers in April that the agency should pursue human missions to the Moon and Mars simultaneously. The details of how that might work haven’t been released but could come out in the White House’s detailed budget proposal for fiscal-year 2026.

A blueprint of Trump’s spending proposal released May 2 includes a 25 percent cut to NASA’s overall budget, but the plan would provide additional money for human space exploration at the Moon and Mars. “The budget funds a program to replace SLS and Orion flights to the Moon with more cost-effective commercial systems that would support more ambitious subsequent lunar missions,” the White House budget office wrote.

This part of the budget request is not controversial for industry leaders like Limp. On the other hand, the budget blueprint proposes slashing NASA’s space science budget by nearly $2.3 billion, Earth science by almost $1.2 billion, and space technology by $531 million.

While Limp didn’t directly address these budget proposals, these parts of NASA are largely focused on research projects that lack a commercial business case. Who else but a government space agency, or perhaps an especially generous type of philanthropic multi-billionaire, would pay to send a probe to study Jupiter’s icy moon Europa? Or a robot to zip by Pluto? Or how about a mission like Landsat, which documents everything from water resources to farms and urban sprawl and makes its data freely available to anyone with an Internet connection?

Most experts agree there are better ways to do these things. Reusable rockets, mass-produced satellite platforms, and improved contracting practices can bring down the costs of these missions. Bezos’ long-term goal for Blue Origin, which is to move all polluting factories off the Earth and into space, will be easier to achieve with government support, not just funding, Limp said.

“Getting up there, building factories on the Moon is a great step, and the government can really help with research dollars around that,” he said. “But it still does need the labs. The science missions need the JPLs [Jet Propulsion Laboratory] of the world. To make the human experience right, we need the Johnson Space Centers of the world to be able to kind of use that gold mine of institutional knowledge.

“I would say, and it might be a little provocative, let’s have those smart brains look on the forward-thinking types of things, the really edge of science, planning the really exotic missions, figuring out how to get to planetary bodies we haven’t gotten to before, and staying there,” Limp said.

Mark it down

For the first decade after Bezos founded Blue Origin in 2000, the company operated under the radar and seemed to move at a glacial pace. It launched its first small rocket in 2006 to an altitude of less than 300 feet and reached space with the suborbital New Shepard booster in 2015. Blue Origin finally reached orbit in January of this year on the debut test flight of its heavy-lift New Glenn rocket. Meanwhile, Blue Origin inked a deal with United Launch Alliance to supply a version of its New Glenn main engine to power that company’s Vulcan rocket.

Blue Origin’s Blue Moon MK1 lander, seen in the center, is taller than NASA’s Apollo lunar lander, currently the largest spacecraft to have landed on the Moon. Blue Moon MK2 is even larger, but all three landers are dwarfed in size by SpaceX’s Starship, NASA’s other Artemis lunar lander. Credit: Blue Origin

The next big mission for Blue Origin will be the first flight of its Blue Moon lander. The first version of Blue Moon, called MK1, will launch on a New Glenn rocket later this year and attempt to become the largest spacecraft to ever land on the Moon. This demonstration, without anyone onboard, is fully funded by Blue Origin, Limp said.

A future human-rated version, called MK2, is under development with the assistance of NASA. It will be larger and will require refueling to reach the lunar surface. Blue Moon MK1 can make a landing on one tank.

These are tangible achievements that would be the envy of any space industry startup not named SpaceX. But Musk’s rocket company left Blue Origin in the dust as it broke launch industry records repeatedly and began delivering NASA astronauts to the International Space Station in 2020. My colleague, Eric Berger, wrote a story in January describing Blue Origin’s culture. For much of its existence, one former employee said, Blue Origin had “zero incentive” to operate like SpaceX.

To ensure he would be in lock-step with his boss, Limp felt he had to ask a question that was on the minds of many industry insiders. He got the answer he wanted.

“The only question I really asked Jeff when I was talking about taking this job was, ‘What do you want Blue to be? Is it a hobby, or is it a business?'” Limp said. “And he had the right answer, which is, it’s a business, because I don’t know how to run a hobby, and I don’t think it’s sustainable.”

Photo of Stephen Clark

Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

Blue Origin boss: Government should forget launch and focus on “exotic” missions Read More »

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China extends its reach into the Solar System with launch of asteroid mission

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Comet 311P/PanSTARRS was observed by the Hubble Space Telescope in 2013 with a set of six comet-like tails radiating from its main body. This object, also called P/2013 P5, is known as an active asteroid. Credit: NASA, ESA, and D. Jewitt (UCLA)

Tianwen-2’s mothership, with 11 scientific instruments, will commence the second phase of its mission after dropping off the asteroid specimens at Earth. The probe’s next journey will bring it near an enigma in the asteroid belt, named 311P/PanSTARRS, in the mid-2030s. This object is one in a rare class of objects known as active asteroids or main-belt comets, small worlds that have tails and comas like comets but loiter in orbits most commonly associated with asteroids. Tianwen-2 will be the first mission to see such an object up close.

Stepping into the Solar System

Until the last few years, China’s space program has primarily centered on the Moon as a destination for scientific exploration. The Moon remains the main target for China’s ambitions in space, with the goal of accomplishing a human lunar landing by 2030. But the country is looking farther afield, too.

With the Tianwen-1 mission in 2021, China became the second country to achieve a soft landing on Mars. After Tianwen-2, China will again go to Mars with the Tianwen-3 sample return mission, slated for launch in 2028.

Tianwen, which means “questions to heaven,” is the name given to China’s program of robotic Solar System exploration. Tianwen-3 has a chance to become the first mission to return pristine samples from Mars to Earth. At the same time, NASA’s plans for a Mars Sample Return mission are faltering.

China is looking at launching Tianwen-4 around 2029 to travel to Jupiter and enter orbit around Callisto, one of its four largest moons. In the 2030s, China’s roadmap includes a mission to return atmospheric samples from Venus to Earth, a Mars research station, and a probe to Neptune.

Meanwhile, NASA has sent spacecraft to study every planet in the Solar System and currently has spacecraft at or on the way to the Moon, Mars, Jupiter, a metal asteroid, and to interstellar space. Another US science mission, Dragonfly, is scheduled for launch in 2028 on a daring expedition to Saturn’s moon Titan.

But NASA’s science division is bracing for severe budget cuts proposed by President Donald Trump. In planetary science, the White House’s budget blueprint calls for canceling a joint US-European Mars Sample Return mission and several other projects, including the DAVINCI mission to Venus.

China extends its reach into the Solar System with launch of asteroid mission Read More »

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We now have a good idea about the makeup of Uranus’ atmosphere

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Uranus, the seventh planet in the Solar System, located between Saturn and Neptune, has long been a mystery. But by analyzing observations made by NASA’s Hubble Space Telescope over a 20-year period, a research team from the University of Arizona and other institutions has provided new insights into the composition and dynamics of the planet’s atmosphere.

Information about Uranus is limited. What we know is that the planet is composed mainly of water and ammonia ice, its diameter is about 51,000 kilometers, about four times that of the Earth, and its mass is about 15 times greater than Earth’s. Uranus also has 13 rings and 28 satellites.

In January 1986, NASA’s Voyager 2 space probe successfully completed what has been, to date, the only exploration of the planet, conducting a flyby as part of its mission to study the outer planets of the Solar System.

Uranus in 1986

This image of Uranus was taken by NASA’s Voyager 2 space probe in January 1986.

This image of Uranus was taken by NASA’s Voyager 2 space probe in January 1986. Credit: NASA/JPL

But thanks to this new research, we now know a little more about this icy giant. According to the research, which assessed Hubble images taken between 2002 and 2022, the main components of Uranus’ atmosphere are hydrogen and helium, with a small amount of methane and very small amounts of water and ammonia. Uranus appears pale blue-green because methane absorbs the red component of sunlight.

This image of Uranus, taken by NASA’s James Webb Space Telescope, shows nine of the planet’s 28 satellites and its rings.

This image of Uranus, taken by NASA’s James Webb Space Telescope, shows nine of the planet’s 28 satellites and its rings. Credit: NASA/ESA/CSA/STSCI

The research has also shed light on the planet’s seasons.

Unlike all of the other planets in the Solar System, Uranus’ axis of rotation is almost parallel to its orbital plane. For this reason, Uranus is said to be orbiting in an “overturned” position, as shown in the picture below. It is hypothesized that this may be due to a collision with an Earth-sized object in the past.

Uranus orbiting the Sun. It can be seen that Uranus’ axis of rotation is almost parallel to its orbital plane.

Uranus orbiting the Sun. It can be seen that Uranus’ axis of rotation is almost parallel to its orbital plane. Credit: NASA/ESA/J. Feild (STSCI)

The planet’s orbital period is about 84 years, which means that, for a specific point on the surface, the period when the sun shines (some of spring, summer, and some of fall) lasts about 42 years, and the period when the sun does not shine (some of fall, winter, and some of spring) lasts for about 42 years as well. In this study, the research team spent 20 years observing the seasons.

We now have a good idea about the makeup of Uranus’ atmosphere Read More »

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SpaceX may have solved one problem only to find more on latest Starship flight

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SpaceX’s ninth Starship survived launch, but engineers now have more problems to overcome.

An onboard camera shows the six Raptor engines on SpaceX’s Starship upper stage, roughly three minutes after launching from South Texas on Tuesday. Credit: SpaceX

SpaceX made some progress on another test flight of the world’s most powerful rocket Tuesday, finally overcoming technical problems that plagued the program’s two previous launches.

But minutes into the mission, SpaceX’s Starship lost control as it cruised through space, then tumbled back into the atmosphere somewhere over the Indian Ocean nearly an hour after taking off from Starbase, Texas, the company’s privately owned spaceport near the US-Mexico border.

SpaceX’s next-generation rocket is designed to eventually ferry cargo and private and government crews between the Earth, the Moon, and Mars. The rocket is complex and gargantuan, wider and longer than a Boeing 747 jumbo jet, and after nearly two years of steady progress since its first test flight in 2023, this has been a year of setbacks for Starship.

During the rocket’s two previous test flights—each using an upgraded “Block 2” Starship design—problems in the ship’s propulsion system led to leaks during launch, eventually triggering an early shutdown of the rocket’s main engines. On both flights, the vehicle spun out of control and broke apart, spreading debris over an area near the Bahamas and the Turks and Caicos Islands.

The good news is that that didn’t happen Tuesday. The ship’s main engines fired for their full duration, putting the vehicle on its expected trajectory toward a splashdown in the Indian Ocean. For a short time, it appeared the ship was on track for a successful flight.

“Starship made it to the scheduled ship engine cutoff, so big improvement over last flight! Also, no significant loss of heat shield tiles during ascent,” wrote Elon Musk, SpaceX’s founder and CEO, on X.

The bad news is that Tuesday’s test flight revealed more problems, preventing SpaceX from achieving the most important goals Musk outlined going into the launch.

“Leaks caused loss of main tank pressure during the coast and reentry phase,” Musk posted on X. “Lot of good data to review.”

With the loss of tank pressure, the rocket started slowly spinning as it coasted through the blackness of space more than 100 miles above the Earth. This loss of control spelled another premature end to a Starship test flight. Most notable among the flight’s unmet objectives was SpaceX’s desire to study the performance of the ship’s heat shield, which includes improved heat-absorbing tiles to better withstand the scorching temperatures of reentry back into the atmosphere.

“The most important thing is data on how to improve the tile design, so it’s basically data during the high heating, reentry phase in order to improve the tiles for the next iteration,” Musk told Ars Technica before Tuesday’s flight. “So we’ve got like a dozen or more tile experiments. We’re trying different coatings on tiles. We’re trying different fabrication techniques, different attachment techniques. We’re varying the gap filler for the tiles.”

Engineers are hungry for data on the changes to the heat shield, which can’t be fully tested on the ground. SpaceX officials hope the new tiles will be more robust than the ones flown on the first-generation, or Block 1, version of Starship, allowing future ships to land and quickly launch again, without the need for time-consuming inspections, refurbishment, and in some cases, tile replacements. This is a core tenet of SpaceX’s plans for Starship, which include delivering astronauts to the surface of the Moon, proliferating low-Earth orbit with refueling tankers, and eventually helping establish a settlement on Mars, all of which are predicated on rapid reusability of Starship and its Super Heavy booster.

Last year, SpaceX successfully landed three Starships in the Indian Ocean after they survived hellish reentries, but they came down with damaged heat shields. After an early end to Tuesday’s test flight, SpaceX’s heat shield engineers will have to wait a while longer to satiate their appetites. And the longer they have to wait, the longer the wait for other important Starship developmental tests, such as a full orbital flight, in-space refueling, and recovery and reuse of the ship itself, replicating what SpaceX has now accomplished with the Super Heavy booster.

Failing forward or falling short?

The ninth flight of Starship began with a booming departure from SpaceX’s Starbase launch site at 6: 35 pm CDT (7: 35 pm EDT; 23: 35 UTC) Tuesday.

After a brief hold to resolve last-minute technical glitches, SpaceX resumed the countdown clock to tick away the final seconds before liftoff. A gush of water poured over the deck of the launch pad just before 33 methane-fueled Raptor engines ignited on the rocket’s massive Super Heavy first stage booster. Once all 33 engines lit, the enormous stainless steel rocket—towering more than 400 feet (123 meters)—began to climb away from Starbase.

SpaceX’s Starship rocket, flying with a reused first-stage booster for the first time, climbs away from Starbase, Texas. Credit: SpaceX

Heading east, the Super Heavy booster produced more than twice the power of NASA’s Saturn V rocket, an icon of the Apollo Moon program, as it soared over the Gulf of Mexico. After two-and-a-half minutes, the Raptor engines switched off and the Super Heavy booster separated from Starship’s upper stage.

Six Raptor engines fired on the ship to continue pushing it into space. As the booster started maneuvering for an attempt to target an intact splashdown in the sea, the ship burned its engines more than six minutes, reaching a top speed of 16,462 mph (26,493 kilometers per hour), right in line with preflight predictions.

A member of SpaceX’s launch team declared “nominal orbit insertion” a little more than nine minutes into the flight, indicating the rocket reached its planned trajectory, just shy of the velocity required to enter a stable orbit around the Earth.

The flight profile was supposed to take Starship halfway around the world, with the mission culminating in a controlled splashdown in the Indian Ocean northwest of Australia. But a few minutes after engine shutdown, the ship started to diverge from SpaceX’s flight plan.

First, SpaceX aborted an attempt to release eight simulated Starlink Internet satellites in the first test of the Starship’s payload deployer. The cargo bay door would not fully open, and engineers called off the demonstration, according to Dan Huot, a member of SpaceX’s communications team who hosted the company’s live launch broadcast Tuesday.

That, alone, would not have been a big deal. However, a few minutes later, Huot made a more troubling announcement.

“We are in a little bit of a spin,” he said. “We did spring a leak in some of the fuel tank systems inside of Starship, which a lot of those are used for attitude control. So, at this point, we’ve essentially lost our attitude control with Starship.”

This eliminated any chance for a controlled reentry and an opportunity to thoroughly scrutinize the performance of Starship’s heat shield. The spin also prevented a brief restart of one of the ship’s Raptor engines in space.

“Not looking great for a lot of our on-orbit objectives for today,” Huot said.

SpaceX continued streaming live video from Starship as it soared over the Atlantic Ocean and Africa. Then, a blanket of super-heated plasma enveloped the vehicle as it plunged into the atmosphere. Still in a slow tumble, the ship started shedding scorched chunks of its skin before the screen went black. SpaceX lost contact with the vehicle around 46 minutes into the flight. The ship likely broke apart over the Indian Ocean, dropping debris into a remote swath of sea within its expected flight corridor.

Victories where you find them

Although the flight did not end as well as SpaceX officials hoped, the company made some tangible progress Tuesday. Most importantly, it broke the streak of back-to-back launch failures on Starship’s two most recent test flights in January and March.

SpaceX’s investigation earlier this year into a January 16 launch failure concluded vibrations likely triggered fuel leaks and fires in the ship’s engine compartment, causing an early shutdown of the rocket’s engines. Engineers said the vibrations were likely in resonance with the vehicle’s natural frequency, intensifying the shaking beyond the levels SpaceX predicted.

Engineers made fixes and launched the next Starship test flight March 6, but it again encountered trouble midway through the ship’s main engine burn. SpaceX said earlier this month that the inquiry into the March 6 failure found its most probable root cause was a hardware failure in one of the upper stage’s center engines, resulting in “inadvertent propellant mixing and ignition.”

In its official statement, the company was silent on the nature of the hardware failure but said engines for future test flights will receive additional preload on key joints, a new nitrogen purge system, and improvements to the propellant drain system. A new generation of Raptor engines, known as Raptor 3, should begin flying around the end of this year with additional improvements to address the failure mechanism, SpaceX said.

Another bright spot in Tuesday’s test flight was that it marked the first time SpaceX reused a Super Heavy booster from a prior launch. The booster used Tuesday previously launched on Starship’s seventh test flight in January before it was caught back at the launch pad and refurbished for another space shot.

Booster 14 comes in for the catch after flying to the edge of space on January 16. SpaceX flew this booster again Tuesday but did not attempt a catch. Credit: SpaceX

After releasing the Starship upper stage to continue its journey into space, the Super Heavy booster flipped around to fly tail-first and reignited 13 of its engines to begin boosting itself back toward the South Texas coast. On this test flight, SpaceX aimed the booster for a hard splashdown in the ocean just offshore from Starbase, rather than a mid-air catch back at the launch pad, which SpaceX accomplished on three of its four most recent test flights.

SpaceX made the change for a few reasons. First, engineers programmed the booster to fly at a higher angle of attack during its descent, increasing the amount of atmospheric drag on the vehicle compared to past flights. This change should reduce propellant usage on the booster’s landing burn, which occurs just before the rocket is caught by the launch pad’s mechanical arms, or “chopsticks,” on a recovery flight.

During the landing burn itself, engineers wanted to demonstrate the booster’s ability to respond to an engine failure on descent by using just two of the rocket’s 33 engines for the end of the burn, rather than the usual three. Instead, the rocket appeared to explode around the beginning of the landing burn before it could complete the final landing maneuver.

Before the explosion at the end of its flight, the booster appeared to fly as designed. Data displayed on SpaceX’s live broadcast of the launch showed all 33 of the rocket’s engines fired normally during its initial ascent from Texas, a reassuring sign for the reliability of the Super Heavy booster.

SpaceX kicked off the year with the ambition to launch as many as 25 Starship test flights in 2025, a goal that now seems to be unattainable. However, an X post by Musk on Tuesday night suggested a faster cadence of launches in the coming months. He said the next three Starships could launch at intervals of about once every three to four weeks. After that, SpaceX is expected to transition to a third-generation, or Block 3, Starship design with more changes.

It wasn’t immediately clear how long it might take SpaceX to correct whatever problems caused Tuesday’s test flight woes. The Starship vehicle for the next flight is already built and completed cryogenic prooftesting April 27. For the last few ships, SpaceX has completed this cryogenic testing milestone around one-and-a-half to three months prior to launch.

A spokesperson for the Federal Aviation Administration said the agency is “actively working” with SpaceX in the aftermath of Tuesday’s test flight but did not say if the FAA will require SpaceX to conduct a formal mishap investigation.

Shana Diez, director of Starship engineering at SpaceX, chimed in with her own post on X. Based on preliminary data from Tuesday’s flight, she is optimistic the next test flight will fly soon. She said engineers still need to examine data to confirm none of the problems from Starship’s previous flight recurred on this launch but added that “all evidence points to a new failure mode” on Tuesday’s test flight.

SpaceX will also study what caused the Super Heavy booster to explode on descent before moving forward with another booster catch attempt at Starbase, she said.

“Feeling both relieved and a bit disappointed,” Diez wrote. “Could have gone better today but also could have gone much worse.”

Photo of Stephen Clark

Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

SpaceX may have solved one problem only to find more on latest Starship flight Read More »

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Falcon 9 sonic booms can feel more like seismic waves

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Could the similarities confuse California residents who might mistake a sonic boom for an earthquake?  Perhaps, at least until residents learn otherwise. “Since we’re often setting up in people’s backyard, they text us the results of what they heard,” said Gee. “It’s fantastic citizen science. They’ll tell us the difference is that the walls shake but the floors don’t. They’re starting to be able to tell the difference between an earthquake or a sonic boom from a launch.”

Launch trajectories of Falcon 9 rockets along the California coast. Credit: Kent Gee

A rocket’s trajectory also plays an important role. “Everyone sees the same thing, but what you hear depends on where you’re at and the rocket’s path or trajectory,” said Gee, adding that even the same flight path can nonetheless produce markedly different noise levels. “There’s a focal region in Ventura, Oxnard, and Camarillo where the booms are more impactful,” he said. “Where that focus occurs changes from launch to launch, even for the same trajectory.” That points to meteorology also being a factor: certain times of year could potentially have more impact than others as weather conditions shift, with wind shears, temperature gradients, and topography, for instance, potentially affecting the propagation of sonic booms.

In short, “If you can change your trajectory even a little under the right meteorological conditions, you can have a big impact on the sonic booms in this region of the country,” said Gee. And it’s only the beginning of the project; the team is still gathering data. “No two launches look the same right now,” said Gee. “It’s like trying to catch lightning.”

As our understanding improves, he sees the conversation shifting to more subjective social questions, possibly leading to the development of science-based local regulations, such as noise ordinances, to address any negative launch impacts. The next step is to model sonic booms under different weather conditions, which will be challenging due to coastal California’s microclimates. “If you’ve ever driven along the California coast, the weather changes dramatically,” said Gee. “You go from complete fog at Vandenburg to complete sun in Ventura County just 60 miles from the base.”

Falcon 9 sonic booms can feel more like seismic waves Read More »

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The key to a successful egg drop experiment? Drop it on its side

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There was a key difference, however, between how vertically and horizontally  squeezed eggs deformed in the compression experiments—namely, the former deformed less than the latter. The shell’s greater rigidity along its long axis was an advantage because the heavy load was distributed over the surface. (It’s why the one-handed egg-cracking technique targets the center of a horizontally held egg.)

But the authors found that this advantage when under static compression proved to be a disadvantage when dropping eggs from a height, with the horizontal position emerging as the optimal orientation.  It comes down to the difference between stiffness—how much force is needed to deform the egg—and toughness, i.e., how much energy the egg can absorb before it cracks.

Cohen et al.’s experiments showed that eggs are tougher when loaded horizontally along their equator, and stiffer when compressed vertically, suggesting that “an egg dropped on its equator can likely sustain greater drop heights without cracking,” they wrote. “Even if eggs could sustain a higher force when loaded in the vertical direction, it does not necessarily imply that they are less likely to break when dropped in that orientation. In contrast to static loading, to remain intact following a dynamic impact, a body must be able to absorb all of its kinetic energy by transferring it into reversible deformation.”

“Eggs need to be tough, not stiff, in order to survive a fall,” Cohen et al. concluded, pointing to our intuitive understanding that we should bend our knees rather than lock them into a straightened position when landing after a jump, for example. “Our results and analysis serve as a cautionary tale about how language can affect our understanding of a system, and improper framing of a problem can lead to misunderstanding and miseducation.”

DOI: Communications Physics, 2025. 10.1038/s42005-025-02087-0  (About DOIs).

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How farmers can help rescue water-loving birds

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Not every farmer is thrilled to host birds. Some worry about the spread of avian flu, others are concerned that the birds will eat too much of their valuable crops. But as an unstable climate delivers too little water, careening temperatures and chaotic storms, the fates of human food production and birds are ever more linked—with the same climate anomalies that harm birds hurting agriculture too.

In some places, farmer cooperation is critical to the continued existence of whooping cranes and other wetland-dependent waterbird species, close to one-third of which are experiencing declines. Numbers of waterfowl (think ducks and geese) have crashed by 20 percent since 2014, and long-legged wading shorebirds like sandpipers have suffered steep population losses. Conservation-minded biologists, nonprofits, government agencies, and farmers themselves are amping up efforts to ensure that each species survives and thrives. With federal support in the crosshairs of the Trump administration, their work is more important (and threatened) than ever.

Their collaborations, be they domestic or international, are highly specific, because different regions support different kinds of agriculture—grasslands, or deep or shallow wetlands, for example, favored by different kinds of birds. Key to the efforts is making it financially worthwhile for farmers to keep—or tweak—practices to meet bird forage and habitat needs.

Traditional crawfish-and-rice farms in Louisiana, as well as in Gentz’s corner of Texas, mimic natural freshwater wetlands that are being lost to saltwater intrusion from sea level rise. Rice grows in fields that are flooded to keep weeds down; fields are drained for harvest by fall. They are then re-flooded to cover crawfish burrowed in the mud; these are harvested in early spring—and the cycle begins again.

That second flooding coincides with fall migration—a genetic and learned behavior that determines where birds fly and when—and it lures massive numbers of egrets, herons, bitterns, and storks that dine on the crustaceans as well as on tadpoles, fish, and insects in the water.

On a biodiverse crawfish-and-rice farm, “you can see 30, 40, 50 species of birds, amphibians, reptiles, everything,” says Elijah Wojohn, a shorebird conservation biologist at nonprofit Manomet Conservation Sciences in Massachusetts. In contrast, if farmers switch to less water-intensive corn and soybean production in response to climate pressures, “you’ll see raccoons, deer, crows, that’s about it.” Wojohn often relies on word-of-mouth to hook farmers on conservation; one learned to spot whimbrel, with their large, curved bills, got “fired up” about them and told all his farmer friends. Such farmer-to-farmer dialogue is how you change things among this sometimes change-averse group, Wojohn says.

In the Mississippi Delta and in California, where rice is generally grown without crustaceans, conservation organizations like Ducks Unlimited have long boosted farmers’ income and staying power by helping them get paid to flood fields in winter for hunters. This attracts overwintering ducks and geese—considered an extra “crop”—that gobble leftover rice and pond plants; the birds also help to decompose rice stalks so farmers don’t have to remove them. Ducks Unlimited’s goal is simple, says director of conservation innovation Scott Manley: Keep rice farmers farming rice. This is especially important as a changing climate makes that harder. 2024 saw a huge push, with the organization conserving 1 million acres for waterfowl.

Some strategies can backfire. In Central New York, where dwindling winter ice has seen waterfowl lingering past their habitual migration times, wildlife managers and land trusts are buying less productive farmland to plant with native grasses; these give migratory fuel to ducks when not much else is growing. But there’s potential for this to produce too many birds for the land available back in their breeding areas, says Andrew Dixon, director of science and conservation at the Mohamed Bin Zayed Raptor Conservation Fund in Abu Dhabi, and coauthor of an article about the genetics of bird migration in the 2024 Annual Review of Animal Biosciences. This can damage ecosystems meant to serve them.

Recently, conservation efforts spanning continents and thousands of miles have sprung up. One seeks to protect buff-breasted sandpipers. As they migrate 18,000 miles to and from the High Arctic where they nest, the birds experience extreme hunger—hyperphagia—that compels them to voraciously devour insects in short grasses where the bugs proliferate. But many stops along the birds’ round-trip route are threatened. There are water shortages affecting agriculture in Texas, where the birds forage at turf grass farms; grassland loss and degradation in Paraguay; and in Colombia, conversion of forage lands to exotic grasses and rice paddies these birds cannot use.

Conservationists say it’s critical to protect habitat for “buffies” all along their route, and to ensure that the winters these small shorebirds spend around Uruguay’s coastal lagoons are a food fiesta. To that end, Manomet conservation specialist Joaquín Aldabe, in partnership with Uruguay’s agriculture ministry, has so far taught 40 local ranchers how to improve their cattle grazing practices. Rotationally moving the animals from pasture to pasture means grasses stay the right length for insects to flourish.

There are no easy fixes in the North American northwest, where bird conservation is in crisis. Extreme drought is causing breeding grounds, molting spots, and migration stopover sites to vanish. It is also endangering the livelihoods of farmers, who feel the push to sell land to developers. From Southern Oregon to Central California, conservation allies have provided monetary incentives for water-strapped grain farmers to leave behind harvest debris to improve survivability for the 1 billion birds that pass through every year, and for ranchers to flood-irrigate unused pastures.

One treacherous leg of the northwest migration route is the parched Klamath Basin of Oregon and California. For three recent years, “we saw no migrating birds. I mean, the peak count was zero,” says John Vradenburg, supervisory biologist of the Klamath Basin National Wildlife Refuge Complex. He and myriad private, public, and Indigenous partners are working to conjure more water for the basin’s human and avian denizens, as perennial wetlands become seasonal wetlands, seasonal wetlands transition to temporary wetlands, and temporary wetlands turn to arid lands.

Taking down four power dams and one levee has stretched the Klamath River’s water across the landscape, creating new streams and connecting farm fields to long-separated wetlands. But making the most of this requires expansive thinking. Wetland restoration—now endangered by loss of funding from the current administration—would help drought-afflicted farmers by keeping water tables high. But what if farmers could also receive extra money for their businesses via eco-credits, akin to carbon credits, for the work those wetlands do to filter-clean farm runoff? And what if wetlands could function as aquaculture incubators for juvenile fish, before stocking rivers? Klamath tribes are invested in restoring endangered c’waam and koptu sucker fish, and this could help them achieve that goal.

As birds’ traditional resting and nesting spots become inhospitable, a more sobering question is whether improvements can happen rapidly enough. The blistering pace of climate change gives little chance for species to genetically adapt, although some are changing their behaviors. That means that the work of conservationists to find and secure adequate, supportive farmland and rangeland as the birds seek out new routes has become a sprint against time.

This story originally appeared at Knowable Magazine.

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Penguin poop may help preserve Antarctic climate

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Ammonia aerosols from penguin guano likely play a part in the formation of heat-shielding clouds.

This article originally appeared on Inside Climate News, a nonprofit, non-partisan news organization that covers climate, energy, and the environment. Sign up for their newsletter here.

New research shows that penguin guano in Antarctica is an important source of ammonia aerosol particles that help drive the formation and persistence of low clouds, which cool the climate by reflecting some incoming sunlight back to space.

The findings reinforce the growing awareness that Earth’s intricate web of life plays a significant role in shaping the planetary climate. Even at the small levels measured, the ammonia particles from the guano interact with sulfur-based aerosols from ocean algae to start a chemical chain reaction that forms billions of tiny particles that serve as nuclei for water vapor droplets.

The low marine clouds that often cover big tracts of the Southern Ocean around Antarctica are a wild card in the climate system because scientists don’t fully understand how they will react to human-caused heating of the atmosphere and oceans. One recent study suggested that the big increase in the annual global temperature during 2023 and 2024 that has continued into this year was caused in part by a reduction of that cloud cover.

“I’m constantly surprised at the depth of how one small change affects everything else,” said Matthew Boyer, a coauthor of the new study and an atmospheric scientist at the University of Helsinki’s Institute for Atmospheric and Earth System Research. “This really does show that there is a deep connection between ecosystem processes and the climate. And really, it’s the synergy between what’s coming from the oceans, from the sulfur-producing species, and then the ammonia coming from the penguins.”

Climate survivors

Aquatic penguins evolved from flying birds about 60 million years ago, shortly after the age of dinosaurs, and have persisted through multiple, slow, natural cycles of ice ages and warmer interglacial eras, surviving climate extremes by migrating to and from pockets of suitable habitat, called climate refugia, said Rose Foster-Dyer, a marine and polar ecologist with the University of Canterbury in New Zealand.

A 2018 study that analyzed the remains of an ancient “super colony” of the birds suggests there may have been a “penguin optimum” climate window between about 4,000 and 2,000 years ago, at least for some species in some parts of Antarctica, she said. Various penguin species have adapted to different habitat niches and this will face different impacts caused by human-caused warming, she said.

Foster-Dyer has recently done penguin research around the Ross Sea, and said that climate change could open more areas for land-breeding Adélie penguins, which don’t breed on ice like some other species.

“There’s evidence that this whole area used to have many more colonies … which could possibly be repopulated in the future,” she said. She is also more optimistic than some scientists about the future for emperor penguins, the largest species of the group, she added.

“They breed on fast ice, and there’s a lot of publications coming out about how the populations might be declining and their habitat is hugely threatened,” she said. “But they’ve lived through so many different cycles of the climate, so I think they’re more adaptable than people currently give them credit for.”

In total, about 20 million breeding pairs of penguins nest in vast colonies all around the frozen continent. Some of the largest colonies, with up to 1 million breeding pairs, can cover several square miles.There aren’t any solid estimates for the total amount of guano produced by the flightless birds annually, but some studies have found that individual colonies can produce several hundred tons. Several new penguin colonies were discovered recently when their droppings were spotted in detailed satellite images.

A few penguin colonies have grown recently while others appear to be shrinking, but in general, their habitat is considered threatened by warming and changing ice conditions, which affects their food supplies. The speed of human-caused warming, for which there is no precedent in paleoclimate records, may exacerbate the threat to penguins, which evolve slowly compared to many other species, Foster-Dyer said.

“Everything’s changing at such a fast rate, it’s really hard to say much about anything,” she said.

Recent research has shown how other types of marine life are also important to the global climate system. Nutrients from bird droppings help fertilize blooms of oxygen-producing plankton, and huge swarms of fish that live in the middle layers of the ocean cycle carbon vertically through the water, ultimately depositing it in a generally stable sediment layer on the seafloor.

Tricky measurements

Boyer said the new research started as a follow-up project to other studies of atmospheric chemistry in the same area, near the Argentine Marambio Base on an island along the Antarctic Peninsula. Observations by other teams suggested it could be worth specifically trying to look at ammonia, he said.

Boyer and the other scientists set up specialized equipment to measure the concentration of ammonia in the air from January to March 2023. They found that, when the wind blew from the direction of a colony of about 60,000 Adélie penguins about 5 miles away, the ammonia concentration increased to as high as 13.5 parts per billion—more than 1,000 times higher than the background reading. Even after the penguins migrated from the area toward the end of February, the ammonia concentration was still more than 100 times as high as the background level.

“We have one instrument that we use in the study to give us the chemistry of gases as they’re actually clustering together,” he said.

“In general, ammonia in the atmosphere is not well-measured because it’s really difficult to measure, especially if you want to measure at a very high sensitivity, if you have low concentrations like in Antarctica,” he said.

Penguin-scented winds

The goal was to determine where the ammonia is coming from, including testing a previous hypothesis that the ocean surface could be the source, he said.

But the size of the penguin colonies made them the most likely source.

“It’s well known that sea birds give off ammonia. You can smell them. The birds stink,” he said. “But we didn’t know how much there was. So what we did with this study was to quantify ammonia and to quantify its impact on the cloud formation process.”

The scientists had to wait until the wind blew from the penguin colony toward the research station.

“If we’re lucky, the wind blows from that direction and not from the direction of the power generator,” he said. “And we were lucky enough that we had one specific event where the winds from the penguin colony persisted long enough that we were actually able to track the growth of the particles. You could be there for a year, and it might not happen.”

The ammonia from the guano does not form the particles but supercharges the process that does, Boyer said.

“It’s really the dimethyl sulfide from phytoplankton that gives off the sulfur,” he said. “The ammonia enhances the formation rate of particles. Without ammonia, sulfuric acid can form new particles, but with ammonia, it’s 1,000 times faster, and sometimes even more, so we’re talking up to four orders of magnitude faster because of the guano.”

This is important in Antarctica specifically because there are not many other sources of particles, such as pollution or emissions from trees, he added.

“So the strength of the source matters in terms of its climate effect over time,” he said. “And if the source changes, it’s going to change the climate effect.”

It will take more research to determine if penguin guano has a net cooling effect on the climate. But in general, he said, if the particles transport out to sea and contribute to cloud formation, they will have a cooling effect.

“What’s also interesting,” he said, “is if the clouds are over ice surfaces, it could actually lead to warming because the clouds are less reflective than the ice beneath.” In that case, the clouds could actually reduce the amount of heat that brighter ice would otherwise reflect away from the planet. The study did not try to measure that effect, but it could be an important subject for future research, he added.

The guano effect lingers even after the birds leave the breeding areas. A month after they were gone, Boyer said ammonia levels in the air were still 1,000 times higher than the baseline.

“The emission of ammonia is a temperature-dependent process, so it’s likely that once wintertime comes, the ammonia gets frozen in,” he said. “But even before the penguins come back, I would hypothesize that as the temperature warms, the guano starts to emit ammonia again. And the penguins move all around the coast, so it’s possible they’re just fertilizing an entire coast with ammonia.”

Photo of Inside Climate News

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Have we finally solved mystery of magnetic moon rocks?

asteroids, astrophysics, core dynamo, geology, magnetism, moon rocks, paleomagnetism, Science, the Moon / /

NASA’s Apollo missions brought back moon rock samples for scientists to study. We’ve learned a great deal over the ensuing decades, but one enduring mystery remains. Many of those lunar samples show signs of exposure to strong magnetic fields comparable to Earth’s, yet the Moon doesn’t have such a field today. So, how did the moon rocks get their magnetism?

There have been many attempts to explain this anomaly. The latest comes from MIT scientists, who argue in a new paper published in the journal Science Advances that a large asteroid impact briefly boosted the Moon’s early weak magnetic field—and that this spike is what is recorded in some lunar samples.

Evidence gleaned from orbiting spacecraft observations, as well as results announced earlier this year from China’s Chang’e 5 and Chang’e 6 missions, is largely consistent with the existence of at least a weak magnetic field on the early Moon. But where did this field come from? These usually form in planetary bodies as a result of a dynamo, in which molten metals in the core start to convect thanks to slowly dissipating heat. The problem is that the early Moon’s small core had a mantle that wasn’t much cooler than its core, so there would not have been significant convection to produce a sufficiently strong dynamo.

There have been proposed hypotheses as to how the Moon could have developed a core dynamo. For instance, a 2022 analysis suggested that in the first billion years, when the Moon was covered in molten rock, giant rocks formed as the magma cooled and solidified. Denser minerals sank to the core while lighter ones formed a crust.

Over time, the authors argued, a titanium layer crystallized just beneath the surface, and because it was denser than lighter minerals just beneath, that layer eventually broke into small blobs and sank through the mantle (gravitational overturn). The temperature difference between the cooler sinking rocks and the hotter core generated convection, creating intermittently strong magnetic fields—thus explaining why some rocks have that magnetic signature and others don’t.

Or perhaps there is no need for the presence of a dynamo-driven magnetic field at all. For instance, the authors of a 2021 study thought earlier analyses of lunar samples may have been altered during the process. They re-examined samples from the 1972 Apollo 16 mission using CO2 lasers to heat them, thus avoiding any alteration of the magnetic carriers. They concluded that any magnetic signatures in those samples could be explained by the impact of meteorites or comets hitting the Moon.

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US solar keeps surging, generating more power than hydro in 2025

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Under those circumstances, the rest of the difference will be made up for with fossil fuels. Running counter to recent trends, the use of natural gas dropped during the first three months of 2025. This means that the use of coal rose nearly as quickly as demand, up by 23 percent compared to the same time period in 2024.

Despite the rise in coal use, the fraction of carbon-free electricity held steady year-over-year, with wind/solar/hydro/nuclear accounting for 43 percent of all power put on the US grid. That occurred despite small drops in nuclear and hydro production.

Solar power also passed a key milestone in 2025, although it requires digging through the statistics to realize it. In terms of power on the grid, there was less solar than hydro. But the Energy Information Agency also estimates the production from small-scale solar, like the kind you’d find on people’s roofs. Some of this never enters the grid and instead simply offsets demand locally (in that it gets used by the house that sits beneath the panels). If you combine the TW-hr produced by small- and grid-scale solar, however, they surpass the production from hydropower by a significant margin.

This surge in solar comes on top of a 30 percent increase in production the year prior. The growth curve is clearly not slowing down.

That dynamic is also not likely to change immediately in response to cuts to tax breaks for renewable power that were part of the budget package passed by the House of Representatives on Thursday, and not only because it’s possible that some Republican Senators might object to budget changes that will harm their states. Solar power in most areas is now cheaper than alternatives, even without subsidies, and any power plant (renewable or otherwise) will likely see its costs rise due to the tariff environment. Finally, the tax breaks don’t expire immediately, and most power plant construction requires significant advanced planning.

All of those factors should continue the solar boom for at least a couple more years before all of the expected changes apply the brakes.

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Rocket Report: SpaceX’s expansion at Vandenberg; India’s PSLV fails in flight

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China’s diversity in rockets was evident this week, with four types of launchers in action.

Dawn Aerospace’s Mk-II Aurora airplane in flight over New Zealand last year. Credit: Dawn Aerospace

Welcome to Edition 7.45 of the Rocket Report! Let’s talk about spaceplanes. Since the Space Shuttle, spaceplanes have, at best, been a niche part of the space transportation business. The US Air Force’s uncrewed X-37B and a similar vehicle operated by China’s military are the only spaceplanes to reach orbit since the last shuttle flight in 2011, and both require a lift from a conventional rocket. Virgin Galactic’s suborbital space tourism platform is also a spaceplane of sorts. A generation or two ago, one of the chief arguments in favor of spaceplanes was that they were easier to recover and reuse. Today, SpaceX routinely reuses capsules and rockets that look much more like conventional space vehicles than the winged designs of yesteryear. Spaceplanes are undeniably alluring in appearance, but they have the drawback of carrying extra weight (wings) into space that won’t be used until the final minutes of a mission. So, do they have a future?

As always, we welcome reader submissions. If you don’t want to miss an issue, please subscribe using the box below (the form will not appear on AMP-enabled versions of the site). Each report will include information on small-, medium-, and heavy-lift rockets, as well as a quick look ahead at the next three launches on the calendar.

One of China’s commercial rockets returns to flight. The Kinetica-1 rocket launched Wednesday for the first time since a failure doomed its previous attempt to reach orbit in December, according to the vehicle’s developer and operator, CAS Space. The Kinetica-1 is one of several small Chinese solid-fueled launch vehicles managed by a commercial company, although with strict government oversight and support. CAS Space, a spinoff of the Chinese Academy of Sciences, said its Kinetica-1 rocket deployed multiple payloads with “excellent orbit insertion accuracy.” This was the seventh flight of a Kinetica-1 rocket since its debut in 2022.

Back in action … “Kinetica-1 is back!” CAS Space posted on X. “Mission Y7 has just successfully sent six satellites into designated orbits, making a total of 63 satellites or 6 tons of payloads since its debut. Lots of missions are planned for the coming months. 2025 is going to be awesome.” The Kinetica-1 is designed to place up to 2 metric tons of payload into low-Earth orbit. A larger liquid-fueled rocket, Kinetica-2, is scheduled to debut later this year.

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French government backs a spaceplane startup. French spaceplane startup AndroMach announced May 15 that it received a contract from CNES, the French space agency, to begin testing an early prototype of its Banger v1 rocket engine, European Spaceflight reports. Founded in 2023, AndroMach is developing a pair of spaceplanes that will be used to perform suborbital and orbital missions to space. A suborbital spaceplane will utilize turbojet engines for horizontal takeoff and landing, and a pressure-fed biopropane/liquid oxygen rocket engine to reach space. Test flights of this smaller vehicle will begin in early 2027.

A risky proposition … A larger ÉTOILE “orbital shuttle” is designed to be launched by various small launch vehicles and will be capable of carrying payloads of up to 100 kilograms (220 pounds). According to the company, initial test flights of ÉTOILE are expected to begin at the beginning of the next decade. It’s unclear how much CNES is committing to AndroMach through this contract, but the company says the funding will support testing of an early demonstrator for its propane-fueled engine, with a focus on evaluating its thermodynamic performance. It’s good to see European governments supporting developments in commercial space, but the path to a small commercial orbital spaceplane is rife with risk. (submitted by EllPeaTea)

Dawn Aerospace is taking orders. Another spaceplane company in a more advanced stage of development says it is now taking customer orders for flights to the edge of space. New Zealand-based Dawn Aerospace said it is beginning to take orders for its remotely piloted, rocket-powered suborbital spaceplane, known as Aurora, with first deliveries expected in 2027, Aviation Week & Space Technology reports. “This marks a historic milestone: the first time a space-capable vehicle—designed to fly beyond the Kármán line (100 kilometers or 328,000 feet)—has been offered for direct sale to customers,” Dawn Aerospace said in a statement. While it hasn’t yet reached space, Dawn’s Aurora spaceplane flew to supersonic speed for the first time last year and climbed to an altitude of 82,500 feet (25.1 kilometers), setting a record for the fastest climb from a runway to 20 kilometers.

Further along … Aurora is small in stature, measuring just 15.7 feet (4.8 meters) long. It’s designed to loft a payload of up to 22 pounds (10 kilograms) above the Kármán line for up to three minutes of microgravity, before returning to a runway landing. Eventually, Dawn wants to reduce the turnaround time between Aurora flights to less than four hours. “Aurora is set to become the fastest and highest-flying aircraft ever to take off from a conventional runway, blending the extreme performance of rocket propulsion with the reusability and operational simplicity of traditional aviation,” Dawn said. The company’s business model is akin to commercial airlines, where operators can purchase an aircraft directly from a manufacturer and manage their own operations. (submitted by EllPeaTea)

India’s workhorse rocket falls short of orbit. In a rare setback, Indian Space Research Organisation’s (ISRO) launch vehicle PSLV-C61 malfunctioned and failed to place a surveillance satellite into the intended orbit last weekend, the Times of India reported. The Polar Satellite Launch Vehicle lifted off from a launch pad on the southeastern coast of India early Sunday, local time, with a radar reconnaissance satellite named EOS-09, or RISAT-1B. The satellite was likely intended to gather intelligence for the Indian military. “The country’s military space capabilities, already hindered by developmental challenges, have suffered another setback with the loss of a potential strategic asset,” the Times of India wrote.

What happened? … V. Narayanan, ISRO’s chairman, later said that the rocket’s performance was normal until the third stage. The PSLV’s third stage, powered by a solid rocket motor, suffered a “fall in chamber pressure” and the mission could not be accomplished, Narayanan said. Investigators are probing the root cause of the failure. Telemetry data indicated the rocket deviated from its planned flight path around six minutes after launch, when it was traveling more than 12,600 mph (5.66 kilometers per second), well short of the speed it needed to reach orbital velocity. The rocket and its payload fell into the Indian Ocean south of the launch site. This was the first PSLV launch failure in eight years, ending a streak of 21 consecutive successful flights. (submitted by EllPeaTea)

SES makes a booking with Impulse Space. SES, owner of the world’s largest fleet of geostationary satellites, plans to use Impulse Space’s Helios kick stage to take advantage of lower-cost, low-Earth-orbit (LEO) launch vehicles and get its satellites quickly into higher orbits, Aviation Week & Space Technology reports. SES hopes the combination will break a traditional launch conundrum for operators of medium-Earth-orbit (MEO) and geostationary orbit (GEO). These operators often must make a trade-off between a lower-cost launch that puts them farther from their satellite’s final orbit, or a more expensive launch that can expedite their satellite’s entry into service.

A matter of hours … On Thursday, SES and Impulse Space announced a multi-launch agreement to use the methane-fueled Helios kick stage. “The first mission, currently planned for 2027, will feature a dedicated deployment from a medium-lift launcher in LEO, followed by Helios transferring the 4-ton-class payload directly to GEO within eight hours of launch,” Impulse said in a statement. Typically, this transit to GEO takes several weeks to several months, depending on the satellite’s propulsion system. “Today, we’re not only partnering with Impulse to bring our satellites faster to orbit, but this will also allow us to extend their lifetime and accelerate service delivery to our customers,” said Adel Al-Saleh, CEO of SES. “We’re proud to become Helios’ first dedicated commercial mission.”

Unpacking China’s spaceflight patches. There’s a fascinating set of new patches Chinese officials released for a series of launches with top-secret satellites over the last two months, Ars reports. These four patches depict Buddhist gods with a sense of artistry and sharp colors that stand apart from China’s previous spaceflight emblems, and perhaps—or perhaps not—they can tell us something about the nature of the missions they represent. The missions launched so-called TJS satellites toward geostationary orbit, where they most likely will perform missions in surveillance, signals intelligence, or missile warning. 

Making connections … It’s not difficult to start making connections between the Four Heavenly Gods and the missions that China’s TJS satellites likely carry out in space. A protector with an umbrella? An all-seeing entity? This sounds like a possible link to spy craft or missile warning, but there’s a chance Chinese officials approved the patches to misdirect outside observers, or there’s no connection at all.

China aims for an asteroid. China is set to launch its second Tianwen deep space exploration mission late May, targeting both a near-Earth asteroid and a main belt comet, Space News reports. The robotic Tianwen-2 spacecraft is being integrated with a Long March 3B rocket at the Xichang Satellite Launch Center in southwest China, the country’s top state-owned aerospace contractor said. Airspace closure notices indicate a four-hour-long launch window opening at noon EDT (16: 00–20: 00 UTC) on May 28. Backup launch windows are scheduled for May 29 and 30.

New frontiers … Tianwen-2’s first goal is to collect samples from a near-Earth asteroid designated 469219 Kamoʻoalewa, or 2016 HO3, and return them to Earth in late 2027 with a reentry module. The Tianwen-2 mothership will then set a course toward a comet for a secondary mission. This will be China’s first sample return mission from beyond the Moon. The asteroid selected as the target for Tianwen-2 is believed by scientists to be less than 100 meters, or 330 feet, in diameter, and may be made of material thrown off the Moon some time in its ancient past. Results from Tianwen-2 may confirm that hypothesis. (submitted by EllPeaTea)

Upgraded methalox rocket flies from Jiuquan. Another one of China’s privately funded launch companies achieved a milestone this week. Landspace launched an upgraded version of its Zhuque-2E rocket Saturday from the Jiuquan launch base in northwestern China, Space News reports. The rocket delivered six satellites to orbit for a range of remote sensing, Earth observation, and technology demonstration missions. The Zhuque-2E is an improved version of the Zhuque-2, which became the first liquid methane-fueled rocket in the world to reach orbit in 2023.

Larger envelope … This was the second flight of the Zhuque-2E rocket design, but the first to utilize a wider payload fairing to provide more volume for satellites on their ride into space. The Zhuque-2E is a stepping stone toward a much larger rocket Landspace is developing called the Zhuque-3, a stainless steel launcher with a reusable first stage booster that, at least outwardly, bears some similarities to SpaceX’s Falcon 9. (submitted by EllPeaTea)

FAA clears SpaceX for Starship Flight 9. The Federal Aviation Administration gave the green light Thursday for SpaceX to launch the next test flight of its Starship mega-rocket as soon as next week, following two consecutive failures earlier this year, Ars reports. The failures set back SpaceX’s Starship program by several months. The company aims to get the rocket’s development back on track with the upcoming launch, Starship’s ninth full-scale test flight since its debut in April 2023. Starship is central to SpaceX’s long-held ambition to send humans to Mars and is the vehicle NASA has selected to land astronauts on the Moon under the umbrella of the government’s Artemis program.

Targeting Tuesday, for now … In a statement Thursday, the FAA said SpaceX is authorized to launch the next Starship test flight, known as Flight 9, after finding the company “meets all of the rigorous safety, environmental and other licensing requirements.” SpaceX has not confirmed a target launch date for the next launch of Starship, but warning notices for pilots and mariners to steer clear of hazard areas in the Gulf of Mexico suggest the flight might happen as soon as the evening of Tuesday, May 27. The rocket will lift off from Starbase, Texas, SpaceX’s privately owned spaceport near the US-Mexico border. The FAA’s approval comes with some stipulations, including that the launch must occur during “non-peak” times for air traffic and a larger closure of airspace downrange from Starbase.

Space Force is fed up with Vulcan delays. In recent written testimony to a US House of Representatives subcommittee that oversees the military, the senior official responsible for purchasing launches for national security missions blistered one of the country’s two primary rocket providers, Ars reports. The remarks from Major General Stephen G. Purdy, acting assistant secretary of the Air Force for Space Acquisition and Integration, concerned United Launch Alliance and its long-delayed development of the large Vulcan rocket. “The ULA Vulcan program has performed unsatisfactorily this past year,” Purdy said in written testimony during a May 14 hearing before the House Armed Services Committee’s Subcommittee on Strategic Forces. This portion of his testimony did not come up during the hearing, and it has not been reported publicly to date.

Repairing trust … “Major issues with the Vulcan have overshadowed its successful certification resulting in delays to the launch of four national security missions,” Purdy wrote. “Despite the retirement of highly successful Atlas and Delta launch vehicles, the transition to Vulcan has been slow and continues to impact the completion of Space Force mission objectives.” It has widely been known in the space community that military officials, who supported Vulcan with development contracts for the rocket and its engines that exceeded $1 billion, have been unhappy with the pace of the rocket’s development. It was originally due to launch in 2020. At the end of his written testimony, Purdy emphasized that he expected ULA to do better. As part of his job as the Service Acquisition Executive for Space (SAE), Purdy noted that he has been tasked to transform space acquisition and to become more innovative. “For these programs, the prime contractors must re-establish baselines, establish a culture of accountability, and repair trust deficit to prove to the SAE that they are adopting the acquisition principles necessary to deliver capabilities at speed, on cost and on schedule.”

SpaceX’s growth on the West Coast. SpaceX is moving ahead with expansion plans at Vandenberg Space Force Base, California, that will double its West Coast launch cadence and enable Falcon Heavy rockets to fly from California, Spaceflight Now reports. Last week, the Department of the Air Force issued its Draft Environmental Impact Statement (EIS), which considers proposed modifications from SpaceX to Space Launch Complex 6 (SLC-6) at Vandenberg. These modifications will include changes to support launches of Falcon 9 and Falcon Heavy rockets, the construction of two new landing pads for Falcon boosters adjacent to SLC-6, the demolition of unneeded structures at SLC-6, and increasing SpaceX’s permitted launch cadence from Vandenberg from 50 launches to 100.

Doubling the fun … The transformation of SLC-6 would include quite a bit of overhaul. Its most recent tenant, United Launch Alliance, previously used it for Delta IV rockets from 2006 through its final launch in September 2022. The following year, the Space Force handed over the launch pad to SpaceX, which lacked a pad at Vandenberg capable of supporting Falcon Heavy missions. The estimated launch cadence between SpaceX’s existing Falcon 9 pad at Vandenberg, known as SLC-4E, and SLC-6 would be a 70-11 split for Falcon 9 rockets in 2026, with one Falcon Heavy at SLC-6, for a total of 82 launches. That would increase to a 70-25 Falcon 9 split in 2027 and 2028, with an estimated five Falcon Heavy launches in each of those years. (submitted by EllPeaTea)

Next three launches

May 23: Falcon 9 | Starlink 11-16 | Vandenberg Space Force Base, California | 20: 36 UTC

May 24: Falcon 9 | Starlink 12-22 | Cape Canaveral Space Force Station, Florida | 17: 19 UTC

May 27: Falcon 9 | Starlink 17-1 | Vandenberg Space Force Base, California | 16: 14 UTC

Photo of Stephen Clark

Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

Rocket Report: SpaceX’s expansion at Vandenberg; India’s PSLV fails in flight Read More »

infrared-contact-lenses-let-you-see-in-the-dark

Infrared contact lenses let you see in the dark

Color blindness, infrared, materials science, nanoparticles, Neuroscience, optics, Science, Vision, visual perception / /

A new perspective

illustration showing the Preparation procedures for infrared contacts.

Preparation procedures for infrared contacts. Credit: Sheng Wang/CC BY-SA

The team tested their lenses on humans by asking subjects to detect flashing signals, akin to Morse code, in the infrared, and to identify the direction of incoming infrared light. The subjects could only perform those tasks while wearing the special contact lenses.

The authors were intrigued to find that both mice and humans were better able to discriminate infrared light compared to visible light when their eyes were closed, which they attribute to the fact that infrared light can penetrate the eyelid more effectively than visible light. They also tweaked the nanoparticles so that they could color-code different infrared wavelengths, thereby enabling wearers to perceive more details in the infrared, an adaptation that could help color-blind people perceive more wavelengths.

There are some limitations. The contact lenses are so close to the retina that they can’t really capture fine details very well, because the converted light particles tend to scatter. The team made a wearable glass version of their nanoparticle technology so wearers could get higher resolution in the infrared. And right now the lenses can only detect infrared light projected from an LED; increasing the sensitivity of the nanoparticles to pick up lower levels of infrared would address this issue.

Still, it’s a significant step. “Our research opens up the potential for non-invasive wearable devices to give people super-vision,” said co-author Tian Xue, a neuroscientist at the University of Science and Technology of China. “There are many potential applications right away for this material. For example, flickering infrared light could be used to transmit information in security, rescue, encryption, or anti-counterfeiting settings. In the future, by working together with materials scientists and optical experts, we hope to make a contact lens with more precise spatial resolution and higher sensitivity.”

Cell, 2025. DOI: 10.1016/j.cell.2025.04.019  (About DOIs).

Infrared contact lenses let you see in the dark Read More »