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By NASA
Robert Markowitz The four astronauts who will be the first to fly to the Moon under NASA’s Artemis campaign have designed an emblem to represent their mission that references both their distant destination and the home they will return to. The crew unveiled their patch in this April 2, 2025, photo.
The crew explained the patch’s symbolism, and its play on the abbreviation of Artemis II to AII, with the following description: The Artemis II test flight begins when a mighty team launches the first crew of the Artemis generation. This patch designates the mission as “AII,” signifying not only the second major flight of the Artemis campaign, but also an endeavor of discovery that seeks to explore for all and by all. Framed in Apollo 8’s famous Earthrise photo, the scene of the Earth and the Moon represents the dual nature of human spaceflight, both equally compelling: The Moon represents our exploration destination, focused on discovery of the unknown. The Earth represents home, focused on the perspective we gain when we look back at our shared planet and learn what it is to be uniquely human. The orbit around Earth highlights the ongoing exploration missions that have enabled Artemis to set sights on a long-term presence on the Moon and soon, Mars.
Commander Reid Wiseman, pilot Victor Glover, and mission specialist Christina Koch from NASA, and mission specialist Jeremy Hansen from CSA (Canadian Space Agency), will venture around the Moon in 2026 on Artemis II. The 10-day flight will test NASA’s foundational human deep space exploration capabilities, the SLS rocket, Orion spacecraft, for the first time with astronauts. Through Artemis, NASA will send astronauts to explore the Moon for scientific discovery, economic benefits, and build the foundation for the first crewed missions to Mars.
Text credit: Brandi Dean, Courtney Beasley
Image credit: NASA/Robert Markowitz
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
El avión de investigación supersónico silencioso X-59 de la NASA se encuentra en una rampa de Lockheed Martin Skunk Works en Palmdale, California, durante el atardecer. Esta aeronave única en su tipo es propulsada por un motor General Electric F414, una variante de los motores utilizados en los aviones F/A-18. El motor está montado sobre el fuselaje para reducir la cantidad de ondas de choque que llegan al suelo. El X-59 es la pieza central de la misión Quesst de la NASA, que busca demostrar el vuelo supersónico silencioso y permitir futuros viajes comerciales sobre tierra – más rápidos que la velocidad del sonido.Lockheed Martin Corporation/Garry Tice El avión de investigación supersónico silencioso X-59 de la NASA se encuentra en una rampa de Lockheed Martin Skunk Works en Palmdale, California, durante el atardecer. Esta aeronave única en su tipo es propulsada por un motor General Electric F414, una variante de los motores utilizados en los aviones F/A-18. El motor está montado sobre el fuselaje para reducir la cantidad de ondas de choque que llegan al suelo. El X-59 es la pieza central de la misión Quesst de la NASA, que busca demostrar el vuelo supersónico silencioso y permitir futuros viajes comerciales sobre tierra – más rápidos que la velocidad del sonido.Lockheed Martin Corporation/Garry Tice Read this story in English here.
El equipo detrás del X-59 de la NASA completó en marzo otra prueba crítica en tierra, garantizando que el silencioso avión supersónico será capaz de mantener una velocidad específica durante su funcionamiento. Esta prueba, conocida como mantenimiento automático de velocidad del motor, es el más reciente marcador de progreso a medida que el X-59 se acerca a su primer vuelo este año.
“El mantenimiento automático de la velocidad del motor es básicamente la versión de control de crucero de la aeronave,” explicó Paul Dees, jefe adjunto de propulsión de la NASA del X-59 en el Centro de Investigación de Vuelo Armstrong de la agencia en Edwards, California. “El piloto activa el control de velocidad a su velocidad actual y luego puede aumentarla o ajustarla gradualmente según sea necesario.”
El equipo del X-59 ya había realizado una prueba similar en el motor, pero sólo como un sistema aislado. La prueba de marzo verificó que la retención de velocidad funciona correctamente tras su integración en la aviónica de la aeronave.
“Necesitábamos verificar que el mantenimiento automático de velocidad funcionara no sólo dentro del propio motor, sino como parte de todo el sistema del avión,” explicó Dees. “Esta prueba confirmó que todos los componentes – software, enlaces mecánicos y leyes de control – funcionan juntos según lo previsto.”
El éxito de la prueba confirmó la habilidad de la aeronave para controlar la velocidad con precisión, lo cual será muy invaluable durante el vuelo. Esta capacidad aumentará la seguridad de los pilotos, permitiéndoles enfocarse en otros aspectos críticos de la operación de vuelo.
“El piloto va a estar muy ocupado durante el primer vuelo, asegurándose de que la aeronave sea estable y controlable,” dijo Dees. “Al tener la función del mantenimiento automático de velocidad, de reduce parte de esa carga de trabajo, lo que hace que el primer vuelo sea mucho más seguro.”
Inicialmente el equipo tenía planeado comprobar el mantenimiento automático de velocidad como parte de una próxima serie de pruebas en tierra donde alimentarían la aeronave con un sólido conjunto de datos para verificar su funcionalidad tanto en condiciones normales como de fallo, conocidas como pruebas de pájaro de aluminio (una estructura que se utiliza para probar los sistemas de una aeronave en un laboratorio, simulando un vuelo real). Sin embargo, el equipo se dio cuenta que había una oportunidad de probarlo antes.
“Fue un objetivo de oportunidad,” dijo Dees. “Nos dimos cuenta de que estábamos listos para probar el mantenimiento automático de velocidad del motor por separado mientras otros sistemas continuaban con la finalización de su software. Si podemos aprender algo antes, siempre es mejor.”
Con cada prueba exitosa, el equipo integrado de la NASA y Lockheed Martin acerca el X-59 al primer vuelo, y hacer historia en la aviación a través de su tecnología supersónica silenciosa.
Artículo Traducido por: Priscila Valdez
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Last Updated Mar 31, 2025 EditorDede DiniusContactNicolas Cholulanicolas.h.cholula@nasa.gov Related Terms
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By NASA
2 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
NASA’s X-59 quiet supersonic research aircraft sits on a ramp at Lockheed Martin Skunk Works in Palmdale, California, during sunset. The one-of-a-kind aircraft is powered by a General Electric F414 engine, a variant of the engines used on F/A-18 fighter jets. The engine is mounted above the fuselage to reduce the number of shockwaves that reach the ground. The X-59 is the centerpiece of NASA’s Quesst mission, which aims to demonstrate quiet supersonic flight and enable future commercial travel over land – faster than the speed of sound.Lockheed Martin Corporation/Garry Tice The team behind NASA’s X-59 completed another critical ground test in March, ensuring the quiet supersonic aircraft will be able to maintain a specific speed during operation. The test, known as engine speed hold, is the latest marker of progress as the X-59 nears first flight this year.
“Engine speed hold is essentially the aircraft’s version of cruise control,” said Paul Dees, NASA’s X-59 deputy propulsion lead at the agency’s Armstrong Flight Research Center in Edwards, California. “The pilot engages speed hold at their current speed, then can adjust it incrementally up or down as needed.”
The X-59 team had previously conducted a similar test on the engine – but only as an isolated system. The March test verified the speed hold functions properly after integration into the aircraft’s avionics.
“We needed to verify that speed hold worked not just within the engine itself but as part of the entire aircraft system.” Dees explained. “This test confirmed that all components – software, mechanical linkages, and control laws – work together as intended.”
The successful test confirmed the aircraft’s ability to precisely control speed, which will be invaluable during flight. This capability will increase pilot safety, allowing them to focus on other critical aspects of flight operation.
“The pilot is going to be very busy during first flight, ensuring the aircraft is stable and controllable,” Dees said. “Having speed hold offload some of that workload makes first flight that much safer.”
The team originally planned to check the speed hold as part of an upcoming series of ground test trials where they will feed the aircraft with a robust set of data to verify functionality under both normal and failure conditions, known as aluminum bird tests. But the team recognized a chance to test sooner.
“It was a target of opportunity,” Dees said. “We realized we were ready to test engine speed hold separately while other systems continued with finalizing their software. If we can learn something earlier, that’s always better.”
With every successful test, the integrated NASA and Lockheed Martin team brings the X-59 closer to first flight, and closer to making aviation history through quiet supersonic technology.
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Last Updated Mar 26, 2025 EditorDede DiniusContactNicolas Cholulanicolas.h.cholula@nasa.gov Related Terms
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By NASA
3 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Media are invited to meet leaders in the space community during the 62nd annual Goddard Space Science Symposium, taking place from Wednesday, March 19, to Friday, March 21, at Martin’s Crosswinds in Greenbelt, Maryland. The symposium will also be streamed online.
Hosted by the American Astronautical Society (AAS) in conjunction with NASA’s Goddard Space Flight Center in Greenbelt, the symposium examines the current state and future of space science and space exploration at large by convening leading minds across NASA, other government agencies, policy, academia, and industry – collectively navigating a path forward by identifying the opportunities and challenges ahead.
This year’s theme, “Pathways and Partnerships for U.S. Leadership in Earth and Space Science,” highlights the evolving collaborative landscape between the public and private sectors, as well as how it is helping the United States remain and grow as a leading space power.
“Earth and space science are complex by nature, with a growing list of public and private enterprises carving out their space,” said Christa Peters-Lidard, co-chair of the symposium planning committee and Goddard’s director of sciences and exploration. “It’s an exciting time as we work to determine the future trajectory of space exploration in this new era, and the Goddard Space Science Symposium is an instrumental tool for gathering the insights of leading experts across a broad spectrum.”
AAS President Ron Birk and Goddard Deputy Center Director Cynthia Simmons will deliver the symposium’s opening remarks on March 19, followed by panels on enabling science and exploration from the Moon to Mars and navigating space science and exploration policy. Greg Autry, associate provost for space commercialization and strategy at the University of Central Florida, will deliver the keynote address. The first day will conclude with an industry night reception.
The second day of the symposium on Thursday, March 20, will feature panels on enhancing U.S. economic leadership through science, the Habitable Worlds Observatory, and the confluence of public science and the private sector. Gillian Bussey, deputy chief science officer for the U.S. Space Force, will serve as the luncheon speaker.
Panels on the third and final day, March 21, will discuss integrating multi-sector data to advance Earth and space science, the Heliophysics Decadal Survey, and the space weather enterprise. Mark Clampin, acting deputy associate administrator for the NASA Science Mission Directorate, will provide the luncheon address.
Media interested in arranging interviews with NASA speakers should contact Jacob Richmond, Goddard acting news chief.
For more information on the Goddard Space Science Symposium and the updated program, or to register as a media representative, visit https://astronautical.org/events/goddard.
For more information on NASA’s Goddard Space Flight Center, visit https://www.nasa.gov/goddard.
Media Contact:
Jacob Richmond
NASA’s Goddard Space Flight Center, Greenbelt, Md.
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Last Updated Mar 18, 2025 EditorJamie AdkinsLocationNASA Goddard Space Flight Center Related Terms
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By NASA
2 min read
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Test flights help airplane and drone manufacturers identify which parts of the aircraft are creating the most noise. Using hundreds of wired microphones makes it an expensive and time-consuming process to improve the design to meet noise requirements. Credit: NASA Airplane manufacturers running noise tests on new aircraft now have a much cheaper option than traditional wired microphone arrays. It’s also sensitive enough to help farmers with pest problems. A commercial wireless microphone array recently created with help from NASA can locate crop-threatening insects by listening for the sounds they make in fields.
Since releasing its first commercial product in 2017, a sensor for wind tunnel testing developed with extensive help from NASA (Spinoff 2020), Interdisciplinary Consulting Corporation (IC2) has doubled its staff and moved to a larger lab and office space to produce its new WirelessArray product. Interested in making its own flight tests more affordable, NASA’s Langley Research Center in Hampton, Virginia, supported this project with Small Business Innovation Research contracts and expert consulting.
Airplanes go through noise testing and require certification that they don’t exceed the noise level set for their body type by the Federal Aviation Administration. When an airplane flies directly overhead, the array collects noise data to build a two-dimensional map of the sound pressure and its source. A custom software package translates that information for the end user.
For previous NASA noise testing, multiple semi-trucks hauled all the sensors, wires, power generators, racks of servers, and other equipment required for one flight test. The setup and teardown took six people three days. By contrast, two people can pack the WirelessArray into a minivan and set it up in a day.
IC2 is working with an entomologist to use acoustic data to listen for high-frequency insect sounds in agricultural settings. Discovering where insects feed on crops will make it possible for farmers to intervene before they do too much damage while limiting pesticide use to those areas. Whether it’s helping planes in the sky meet noise requirements or keeping harmful insects away from crops, NASA technology is finding sound-based solutions for the benefit of all.
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Last Updated Mar 14, 2025 Related Terms
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