Preparations for Next Moonwalk Simulations Underway (and Underwater)
A collage of artist concepts highlighting the novel approaches proposed by the 2026 NIAC awardees for possible future missions.
NASA/Left to Right: Keunhan Park, Michael Rubenstein, Austin Phoenix, Benjamin Schafer, A.C. Charania, Gilly Elor, Pablo Sobron, Marco Quadrelli, Daniel Drew, Saptarshi Bandyopadhyay, Jeff Nosanov, Anish Damodaran
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Graviational Wave Detection concept.
Paul Stankus
PaulStankus Brookhaven Science Associates
The scientific goal is to enable a new method for observing gravitational waves at low frequencies, based on the astrometric GW signature — gravitational waves passing by the Earth will cause a (very small) coordinated apparent motion of all sky objects. Our innovation is to deploy a new approach to precision astrometry using quantum mechanical two-photon interference, which was published quite recently. The approach has the great benefit that two separate interferometric spacecraft stations can operate independently, ie without an optical connection between them, greatly simplifying spacecraft requirements compared to standard space-based interferometric designs. With this capability we propose to be able to detect passing gravitational waves at low frequencies, in the micro-Hz to nano-Hz range, at a sensitivity at an astronomically interesting level (note that there are, currently, essentially no alternative approaches for GW detection in this band). We show how this could be achieved with a straightforward mission using two modest-sized spacecraft in free-fall orbits; and detection of such GW’s would be of great interest for galaxy formation and SM black hole physics, as well as exciting the public imagination.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Mapping Alien Continents concept.
Paul Stankus
PaulStankus Brookhaven Science Associates
The scientific goal of the proposed work will be reconstructing the image, ie resolving surface features, of an Earth-like exoplanet around a nearby star as seen in visible light. The innovation is in two stages. First, the design of a new kind of nulling interferometer — “dynamic hierarchical nulling” — combining inputs from multiple apertures and capable of separating star light from planet light with contrast of 10^10 or better in the visible. Second, combine the output beams from two such nullers on spacecraft stationed ~100km apart to achieve the required angular resolution using Michelson interferometric imaging; note that the hierarchical nuller preserves the star’s light in a separate beam which can then be used as in interference phase reference. The capability to survey the features of Earth-like exoplanets is perfectly aligned with NASA priorities and sure to excite public interest.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Interworld Slingshot Resource Surveys concept.
Pablo Sobron
Pablo Sobron Sanchez SETI Institute
This proposal explores a new class of reconnaissance spacecraft that map minerals from orbit using Raman spectroscopy during high-speed flybys–without landing, sample return, or extended dwell. If feasible, this concept would enable NASA to evaluate ice and ilmenite at the Moon, ore content at asteroids, and volatile-bearing minerals at Mars’ moons–all with a single 300-kg spacecraft. The capability addresses NASA’s long-term goals in sustainable lunar presence, asteroid resource evaluation, and Mars logistics by answering a key operational question: what exactly is this material?
The central objective is to determine whether Raman spectroscopy–a technique that identifies minerals by their molecular fingerprints–can operate from tens of kilometers away during flyby or orbital arcs. To date, planetary Raman has only been used from meters away on rovers. Performing Raman from 30–50 km standoff would open a new regime for planetary science and space resource mapping, delivering the compositional specificity that passive reflectance or neutron methods cannot.
The reference mission concept uses a single solar electric propulsion spacecraft to conduct three reconnaissance legs: (1) 50 km polar orbit of the Moon to map ice and ilmenite; (2) a 30 km flyby of a near-Earth asteroid to identify silicates, metals, and organics; (3) a 30—50 km orbit of Phobos or Deimos to detect volatile-rich phases that inform Mars mission logistics.
At each leg, a high-energy pulsed laser, time-gated photon-counting detector, and rad-class beam steering system isolate Raman signals from the planetary surface. No existing sensor or mission class can perform this function.
To determine feasibility, this NIAC Phase I study answers three core questions: (1) Can key mineral Raman lines be detected with adequate signal-to-noise from 50 km? (2) Can beam pointing and smear be stabilized during fast flybys to allow integration over dwell time? (3) Can a 300-kg spacecraft with realistic propulsion, power, and attitude control systems close the mission architecture across all three destinations?
Methods include first-principles photon modeling based on known Raman cross-sections, spacecraft jitter analysis, and trajectory design using NASA’s standard mission planning tools. The study is divided into three technical work packages plus synthesis and reporting. Sensitivity analyses and decision gates are built in to determine how changes in photon return or pointing control would affect overall mission viability. Alternative architectures are explored for each leg, including lower flyby altitudes and different propulsion schemes.
The study team combines deep expertise in Raman instrumentation, spaceborne lidar, and mission design. PI Sobron led field 120-meter-range Raman systems and contributed to SuperCam and SHERLOC on Mars. Co-I Lee and Collaborator Yu from NASA Goddard bring direct heritage from ICESat-2 and other orbital laser systems. Co-I Casell at NASA Ames leads early mission design and brings prior NIAC experience. The team is supported by SETI and OffWorld, a commercial partner.
If successful, the work will define the first architecture for orbital Raman mineral detection and demonstrate that high-resolution molecular mapping is possible without landing. Even partial success would establish new boundaries for remote sensing physics, provide validated models, and support future NASA decisions in Artemis siting, asteroid mining, and Mars ISRU planning. The architecture enables a cost-effective Discovery-class template that could eventually scale to a fleet of inner Solar System scouts–bringing Landsat-style mineral intelligence to planetary exploration.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Robotically Assembled Electromagnetic Metamaterials concept.
David Smith
DavidSmith Duke University
The increasing population of spacefaring vehicles and satellites motivates increasingly powerful technologies for space situational awareness (SSA). While the US space surveillance network (SSN) is able to monitor objects down to about four inches in size using, for example, the latest upgrade to the space fence, the associated requirements limit implementation to ground-based tracking of low earth orbit (LEO) objects using kilometer-scale radar arrays. Beyond LEO, the prospect of cislunar traffic and the extreme distances involved render ground-based arrays impractical. This limitation is fundamental to coherent radar systems: for a given detection performance, the required array size grows in direct proportion to the target distance. As a result, it can in fact become simpler to decrease the sensing distance rather than extend array sizes, and this can only be achieved by shifting to a space-based SSA platform.
Although space-deployed radar systems offer distinct advantages in terms of sensing capabilities, the large distances associated with cislunar surveillance still require extremely large apertures for adequate performance. This poses significant practical challenges based on limitations to modern deployable structures which, to date, cannot consistently achieve dimensions greater than 100 meters. This limitation arises because state-of-the-art deployable antennas, including membrane, mesh, and inflatable architectures, require the entire structure to be housed inside a single launch fairing. In contrast, the prospect of in-space assembly suggests the potential for scalable structures that are not limited by launch constraints and so can meet the challenging requirements of long-range SSA.
We propose a spaceborne radar system that pairs the demonstrated performance of robotically assembled mechanically stable structures with reconfigurable, volumetric electromagnetic metamaterials. The former technology enables modular and precise construction of arbitrary volumetric structures, while the latter offers a sophisticated and readily compatible design platform for achieving the challenging requirements of long-range SSA. Both approaches exploit a unit cell-driven, modular design procedure that enables nearly arbitrary scaling for mechanically and electromagnetically robust antenna platforms. The ability to reliably assemble and control volumetric antenna structures in this way provides access to new and powerful capabilities including steering over wide fields of view (FOV) without the need for slow, mechanical slewing of the antenna.
The proposed work will demonstrate the feasibility and scalability of a reconfigurable, volumetric S-band metamaterial for achieving various beam steering capabilities. This effort will include advancement of metamaterial design strategies for omnidirectional electromagnetic beam forming and initial assessment/design of a reconfigurable unit cell compatible with robotic assembly. The development of the metamaterial design procedure will exploit a numerically efficient dipole model that has been previously validated at smaller scales, while the metamaterial element design will proceed by established full-wave numerical methods. System design concepts will incorporate practical constraints according to successful demonstrations of robot assembly by the Automated Reconfigurable Mission Adaptive Digital Assembly Systems (ARMADAS) project.
While the project will target SSA applications, the design considerations involved are equally applicable to missions requiring large physical apertures such as low-frequency radiometry for earth observation and deep-space communications. Since the performance (resolution, sensitivity) of all beam steering, radar, and observation missions improves with increased aperture sizes, the realization of alternative electromagnetic strategies that offer reduced CSWaP can provide advantages across a wide range of NASA programs.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Stacked Solar Sails for Very High delta-V Missions concept.
Benjamin Schafer
BenjaminSchafer Rarified Technologies, Inc.
We propose a new approach to atmospheric sensing at 30-100 km altitudes using photophoretically levitating tracers. These lightweight structures harness sunlight to remain suspended for up to months at controlled altitudes and can be remotely tracked by satellite-based lidar or radar. Unlike natural aerosols, these tracers are designed to provide strong andtunable backscatter at standard remote sensing wavelengths, enabling passive, persistent, and altitude-selective measurements of wind, temperature, and pressure in a region that is critically under-measured by existing systems.
This concept addresses a major gap in current sensing capabilities. The mesosphere and upper stratosphere play a key role in atmospheric dynamics, space-domain awareness, space weather, and high-altitude platform navigation. Despite the importance of this region, data collection remains a challenge. Near-space is too high for sustained balloon flight and too low for satellites to orbit. Concentrations of extant atmospheric species are also too low for remote sensing techniques such as lidar and radar. Photophoretic tracers offer a new solution: a persistent, stratified sensor layer of non-toxic, inert backscattering points that require no onboard power, propulsion, or control. These tracers can be deployed via high-altitude balloons or rockets and autonomously reach their target altitudes based on their geometry and coatings.
In a representative mission, thousands of tracers are released from a lightweight balloon at around 30 km. The tracers rise to their target altitude of 90-100 km, the lower ionosphere. Satellite-based lidar tracks their motion over their month-long lifetimes. Tracer trajectories enable continuous mapping of wind shear, thermal gradients, and pressure profiles at sub-kilometer resolution and hourly cadence. The collected real-time data are used to calibrate boundary conditions of ionospheric space weather models. As more data is collected, the predictive capabilities of these models improve, leading to enhanced situational awareness and communications resilience in near-space and LEO. Other early deployments could, for example, support weather model improvements in the tropics and monitor atmospheric conditions over spaceports.
This work builds on emerging experimental results in photophoretic flight, with laboratory validation of levitation in near-space conditions and initial simulations of tracer dispersion and visibility. Backscatter models confirm feasibility for orbital detection using commercially available lidar systems. The tracers are designed to safely disintegrate at end-of-life and are compatible with scalable fabrication techniques. By engineering the scattering medium itself, this concept inverts traditional atmospheric remote sensing. It enables lower-SWaP-C satellite sensing systems and a fundamentally new class of persistent measurement tools for national security, meteorology, heliophysics, and planetary exploration.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the Actively Steerable Femtosat Constellations concept.
Michael Rubenstein
MichaelRubenstein Northwestern University, Chicago
We propose a mission to use ~10,000 actively steerable femtosats to map the ring composition, atmospheric composition and density, and the magnetic field distribution of Saturn. Conducting in-situ surveys of Saturn’s rings with a single flagship mission, such as Cassini, would carry an unacceptably high risk of mission failure due to particle collisions. However, the distributed nature of the proposed mission means it can accept a risk that could destroy many of femtosats in the constellation, making in-situ survey of the ring possible.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the PRAXIS concept.
Marco Quadrelli
MarcoQuadrelli NASA Jet Propulsion Laboratory
Humanity has never touched the particles of a planetary ring, but if we were able to get close enough and sample them, it will transform understanding of ring structure and origins for Saturn (dense), Uranus and Neptune (tenuous), rings of other objects such as Centaurs Chariklo and Chiron, and even early protoplanetary and circumstellar disks. Despite Cassini’s groundbreaking discoveries, fundamental questions about the formation, dynamics, and evolution of planetary rings remain unanswered. After Cassini, there is a very strong scientific case to learn more about the microphysical interactions of Saturn’s rings, and this necessitates sampling them. Many ring structures and features such as self-gravity wakes, “propellers”, density waves and gap edges remain to be explored at high resolution. Saturn’s rings are micron-size grains to house-size boulders, always in motion. They are made mostly of water ice, piles of rubble coming together and breaking apart. PRAXIS addresses a key Decadal priority by delivering the first direct observations of mm- to cm-scale ring particles, a capability Cassini lacked. Planetary rings are highly dynamic environments where constant particle motion demands advanced robotic autonomy for collision avoidance, precision sampling, and in situ analysis. Our system adapts innovations from sport casting to capture free-floating particles, and instrument miniaturization for real-time analysis. AI integration enables the first-ever autonomous collection of ring particles, directly measuring science priorities like particle size, porosity, and composition. PRAXIS develops and tests a novel AI-driven, bio-inspired robotic explorer to perform in situ ring sampling, a capability never before attempted. This effort directly supports Decadal Survey priorities in planetary ring science while spearheading the next generation of planetary robotic exploration and delivering transformative insights into the origins and evolution of ring systems. Feasibility of PRAXIS is already on firm ground because it leverages key element of the Saturn Ring Observer Mission Study, which considered an orbit grazing the rings and hovering above them to directly image the ring particles in motion. After an initial imaging and characterization phase to select the ring particle, the spacecraft conducts a touch-and-go sampling event of the particle surface with a long and soft deployable boom. Since the particles are always in motion within the ring, there is a compelling case for the spacecraft staying away to avoid collision, hence the agile sampling with the long boom is justified. Once the sample is retrieved, the PRAXIS exploration system moves to another section (or gap) of the rings, thus sampling many diverse regions. Feasibility of PRAXIS will be demonstrated Phase I with simulation and sound system design, motivating solid system design and development of a physical prototype in Phase II. The system’s versatility makes it valuable across planetary formation missions, positioning it for infusion into the upcoming Uranus Probe mission.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
Graphic depiction of the ECLIPSE concept.
Austin Phoenix
AustinPhoenix
Virginia Polytechnic Institute & State
A disaggregated lunar infrastructure requires novel thermal management methods to enable future lunar operations. While thermal management solutions exist for large infrastructure, the smaller mobile systems that operate independently require improved temperature regulation devices that can survive without heaters or substantial power requirements, while limiting stress-inducing temperature fluctuations. New material solutions can passively regulate the flow of thermal energy to enable small devices to survive the extremes of the lunar environment without relying on external infrastructure. The Variable Thermal Conductivity Metamaterial (VTCM) outperforms other VTCMs and can be designed to act as an advanced mechanical thermal switch. Variable internal contact is used to regulate the flow of energy to the radiator passively. The design of the metamaterial’s internal geometry, material selection, and the passive shape memory alloy actuation system can achieve an arbitrary thermal conductivity as a function of temperature using internal mechanical contact. The metamaterial concept begins in a low temperature state with no initial contact and a corresponding low conductivity state. As the temperature of the metamaterial increases, partial SMA actuation induces partial contact internal to the metamaterial, resulting in an increase in conductivity. As the temperature continues to increase, the contact area increases until full contact is achieved. This metamaterial enables the design of an arbitrary thermal conductivity as a function of temperature by designing the thermal pathways’ cross-sectional area and length. The proposed work will use the variable thermal conductivity metamaterial, capable of passive thermal control, to enable mobile autonomous surveyors that can perform extended lunar operations while minimizing Size, Weight, Power, and Cost (SWaP-C).
This proposal seeks to develop a transformative energy system — the plasmon-enhanced radioisotope Thermophotovoltaic (PRTPV) generator — that significantly surpasses the performance of current radioisotope thermoelectric generators (RTGs) in both specific power and efficiency. Designed to achieve a specific power of 17 W/kg and a thermal-to-electric conversion efficiency greater than 40%, the PRTPV offers a sevenfold improvement in efficiency and nearly an order-of-magnitude increase in specific power compared to state-of-the-art RTGs. The system combines two novel innovations: the use of a high-refractive-index, low infrared loss, low-thermal-conductivity, and high-melting point material (e.g., Al2O3) to replace the traditional vacuum gap between the heat source and photovoltaic (PV) cell, enhancing thermal radiation power density proportional to the square of the refractive index, and the integration of a multilayered photonic crystal plasmon coupler to spectrally tune the thermal radiation by exciting surface plasmons at the coupler-PV cell interface matching with the PV cell’s bandgap, further improving conversion efficiency. Together, these advances overcome the low power density that limits current TPV systems. The resulting technology is compact, efficient, and scalable, opening the door to new classes of NASA missions, including long-duration surface operations in permanently shadowed lunar regions and interstellar missions where solar power is impractical. The proposed work directly supports NASA’s long-term goals in space exploration and energy innovation.
Preparations for Next Moonwalk Simulations Underway (and Underwater)
A modified Saab 340B aircraft in flight powered in part by a hybrid electric system built by GE Aerospace, along with NASA, BETA Technologies, and Boeing.
GE Aerospace
An aircraft powered by a megawatt-class hybrid-electric engine developed in collaboration with NASA and built by GE Aerospace, demonstrated flight of an innovation that can inform new generations of fuel-saving aircraft power systems.
Mounted to a Saab 340B aircraft, the engine flew at Farnborough International Air Show in the United Kingdom. It was the public debut of a system that has in recent months made historic test flights, becoming the first hybrid electric-powered aircraft to fly above 30,000 feet.
“This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people,” said Laurie Grindle, director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate at NASA Headquarters in Washington.
The testing leveraged work done through NASA’s former Electrified Powertrain Flight Demonstration project and the agency’s ongoing Subsonic Vehicle Technologies and Tools project – years of collaborative research that included key testing at NASA test facilities.
The engine integrates electric motors, a gas turbine, and energy storage capabilities. It was designed to demonstrate the capacity to power an aircraft around the size of a regional-class jet, reducing fuel burn and costs without sacrificing performance. The unit’s technology and designs are expected to be used to help develop future hybrid systems that could lower airline operating costs.
The demonstration flight came after years of rapid development for the technology. For NASA, it also validates work that stretches back to a time when hybrid aviation propulsion seemed almost beyond the horizon of possibility.
This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people.
LAURIE A. GRINDLE
Director of the Aeronautics Division within the agency's Research and Technology Mission Directorate
“This is the culmination of more than 15 years of work, and we did that because it’s going to have an impact for aircraft that will help reduce energy use and help U.S. companies and the public,” said Ralph Jansen, aerospace engineer at NASA’s Glenn Research Center in Cleveland. “It’s about having a vision that no one believes can happen and then doing the work to define and execute the research and development needed to make it happen.”
This accomplishment was possible because of the collaborative effort of hundreds of people working on Electrified Powertrain Flight Demonstration and Subsonic Vehicle Technologies and Tools projects across NASA centers, in conjunction with GE Aerospace and its partner companies.
Hybird-Electric Evolves
In recent years, aviation has seen a boom in small aircraft and drones powered by electrical systems drawing from batteries. But large passenger and cargo planes require complex engines capable of supplying massive amounts of power. So more than a decade ago when NASA began contemplating hybrid systems, just the possibility of using electric motors to supplement some energy was a daunting engineering challenge.
NASA spent about seven years performing preliminary research, working with small businesses and other partners to consider technological obstacles and the potential commercial viability of hybrid systems. During that time, the agency addressed several barriers to implementation including the power, thermal, and battery technology, and the integration of the power system, engine, and aircraft.
Through the agency’s Electrified Powertrain Flight Demonstration award, GE Aerospace and NASA worked with researchers to develop lighter and more efficient power systems and shrink key components – sometimes dramatically.
NASA and GE Aerospace also leveraged agency facilities and resources to further their research. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the agency’s Neil A. Armstrong Test Facility in Sandusky, Ohio. Testing allowed the system to operate in conditions simulating 45,000 feet in altitude, the range in which commercial single-aisle aircraft fly.
The team added components, including electric motors, power converters, propellers, and a GE Aerospace commercial engine, followed by more ground tests and eventual flight tests. For the researchers who’d spent years on the concept, seeing the engine powering an aircraft in flight was a major step in a long journey.
“I’ve got to say, I was pretty touched seeing it fly. It was just awesome,” Jansen said. “It’s just like a regular plane, which is probably the best thing of all.”
NASA’s current support for this research is through the Aeronautics Division of its Research and Technology Mission Directorate.
NASA Pushes New Wing Design to Find Structural Limits
The 15-foot Structural Wing Experiment Evaluating Truss-bracing test article is fully installed in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Wednesday, May 20, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
Credits: NASA/Carla Escamilla
NASA researchers recently put a new wing design, appearing long and thin with a lightweight structural design, through a series of grueling tests to find its structural limits. What they found left them encouraged about the wing’s potential, even when they pushed it past its intended limits.
The 15-foot Structural Wing Experiment Evaluating Truss-bracing (SWEET-15) test article is part of NASA’s research to develop future ultra-efficient aircraft. The design incorporates a long wing supported by an aerodynamic strut, based on NASA’s earlier Transonic Truss‑Braced Wing concept.
The research team is working to understand whether SWEET-15’s design and its new lightweight structural designs could help commercial airliners save fuel. But first, they need to understand how it behaves under the kinds of force wings experience in flight.
Lab technicians Phil Tofts, Chris McLain, and Jeff Howell and NASA engineers Erin Anderson and Richard Larson prepare the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Thursday, Dec. 11, 2025. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Christopher LC Clark
The SWEET-15 design originated with combining five different advanced composite manufacturing and assembly technologies that enabled the novel structural design. The 15-foot-long test article was then designed and fabricated at NASA’s Langley Research Center in Hampton, Virginia, before traveling to NASA’s Armstrong Flight Research Center in Edwards, California, for testing.
Over several months, NASA engineers intentionally bent the test wing in the Flight Loads Laboratory at NASA Armstrong. Numerous strain and load sensors, including fiber-optic strain sensors, were placed throughout the structure to track how the wing responded as forces increased.
The data from the sensors confirmed the predictions made by NASA’s computer models. According to initial findings, the wing withstood the anticipated in-flight forces without issue. The results provided the team with confidence in the new manufacturing approaches and methods for connecting wing parts used in SWEET-15, which could support future efficient aircraft designs. The manufacturing approach, developed at NASA Langley used the Integrated Structural Assembly of Advanced Composites robot, aims to produce lighter and stronger composite structures for aerospace vehicles.
Lab technicians Jeff Howell, left and Chris Mount install the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Lab at NASA’s Armstrong Flight Research Center in Edwards, California, Wednesday, February 11, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Christopher LC Clark
The test concluded with a deliberate test-to-failure, where engineers increased loads beyond the wing’s design limits to determine how and where it would fail. The structure ultimately failed at roughly 127% of its design limit load, with visible damage appearing near the back edge of the wing and in the upper wing cover. This element of testing provided valuable insight into how the joints connecting the wing to its main strut and a secondary one, called a jury strut, behave under forces beyond the expected flight envelope.
This marks the first time a representative composite truss-braced wing configuration has undergone this type of structural evaluation. It was made possible only through NASA collaboration across centers and projects, with researchers utilizing agency resources such as the Fiber Optic Sensing System developed to gather data on both aircraft and spacecraft.
NASA research engineer Walter Hargis regulates the 15-foot Structural Wing Experiment Evaluating Truss-bracing model in the Flight Loads Laboratory at NASA’s Armstrong Flight Research Center in Edwards, California, on Tuesday, March 31, 2026. The model is part of NASA’s research to develop technologies for future ultra-efficient aircraft.
NASA/Ryan Kline
To prepare for the testing, engineers at NASA Langley designed, analyzed, and manufactured the wing and completed safety preparations and lab setup.
Researchers will now analyze the data collected during testing to inform future airframe designs and support NASA’s ongoing efforts to develop more efficient aviation technologies.
The work is being conducted through NASA’s Subsonic Flight Demonstrator project in the agency’s Research Technology Mission Directorate. The successful testing of multiple innovative components marks a milestone in NASA’s aeronautics research.
How NASA’s Artemis III Lander Test Will Pave Way for Moon Landings
Before Artemis astronauts land on the Moon’s surface in 2028, NASA will conduct the Artemis III demonstration mission in 2027, allowing teams on Earth and in orbit to practice rendezvous and docking operations between commercial human landing systems and the Orion spacecraft. Data from that mission, along with future uncrewed demonstration missions at the Moon, will support astronaut safety and mission success for crewed lunar landings.
NASA is working with two American companies to develop the human landing systems that will safely transport astronauts from lunar orbit to the Moon’s surface and back for future Artemis missions. For Artemis III, both SpaceX and Blue Origin will fly test versions, or test articles, of the crewed landers that will be used for future Moon landings. The lander test articles will launch by commercial rockets, while the Artemis III crew will launch to low Earth orbit in Orion atop the agency’s SLS (Space Launch System) rocket.
Stage setting for crewed flights
NASA and the human landing system providers have been working closely together to plan and determine capabilities for the Artemis III mission. With missions fast approaching, both SpaceX and Blue Origin are optimizing hardware availability and capability. SpaceX plans to use the company’s latest version of Starship and basis of the future Starship HLS, called Version 3, while Blue Origin will test their planned HLS crew cabin, allowing each company to apply lessons learned prior to uncrewed and crewed missions on the Moon.
“Each human landing system provider has taken a different approach to the Artemis III mission,” said Steve Creech, program manager, Human Landing System Program, NASA’s Marshall Space Flight Center in Huntsville, Alabama. “Ultimately, SpaceX and Blue Origin have put forward a list of aggressive objectives and goals intended to complement upcoming uncrewed demonstration missions at the Moon so that we can gain both understanding and confidence in the spacecraft and launch vehicles prior to a crewed landing. The lander prototype designs will inform future development efforts and will continue to mature over the next year.”
For the Artemis III mission, the Blue Moon test lander will be based on Blue Origin’s current architecture for its Mark 2 crew lander, incorporating all the major avionics and flight software and control systems to ensure flight operations from this demonstration mission can directly translate to crewed lunar flights. Up to two crew members, donning orange Orion crew survival system suits, will open the hatch to enter the Blue Origin test lander. The production hardware must incorporate many of the same systems and subsystems, including an Environmental Control and Life Support System (ECLSS), a crew cabin, and avionics.
These artist’s concepts depict Blue Origin’s Blue Moon Mark 2 human landing system test article in Earth orbit and docked with NASA’s Orion spacecraft as part of NASA’s upcoming Artemis III demonstration mission in low Earth orbit.
Blue Origin
These artist’s concepts depict Blue Origin’s Blue Moon Mark 2 human landing system test article in Earth orbit and docked with NASA’s Orion spacecraft as part of NASA’s upcoming Artemis III demonstration mission in low Earth orbit.
Blue Origin
The Blue Origin lander also will fly with an instrumented lunar surface spacesuit mass simulator. Like the suited “Moonikin” manikin that flew aboard Orion during the uncrewed Artemis I test flight, the low-fidelity spacesuit mass simulator will provide real-time feedback about the environment within the Blue Moon crew cabin.
SpaceX’s Starship lander test article will use a Starship Version 3, currently in production and testing, with an added docking system installed on the nose of the 171-foot (52-m) spacecraft, enabling NASA and SpaceX to evaluate how the entire integrated stack of Orion and the Starship test lander interact. NASA and SpaceX are identifying controllability and communications tests for the Artemis III mission. Astronauts will not enter the Starship test lander during Artemis III.
These artist’s concepts depict NASA’s Orion spacecraft and SpaceX’s Starship human landing system test article during docking operations as part of NASA’s upcoming Artemis III demonstration mission in low Earth orbit.
SpaceX
These artist’s concepts depict NASA’s Orion spacecraft and SpaceX’s Starship human landing system test article during docking operations as part of NASA’s upcoming Artemis III demonstration mission in low Earth orbit.
SpaceX
Launch cadence
NASA, SpaceX, and Blue Origin will launch three of the world’s most powerful rockets within a short timeframe of one another, exercising ground processing, launch crews, and facilities as well as control centers, networking, and data exchange at key sites across the country during two separate, back-to-back rendezvous and docking maneuvers between Orion and the lander test articles, before a safe splashdown of the Artemis III crew in Orion.
“Artemis III will be a highly choreographed dance with a demanding launch sequence across multiple launch pads and equally demanding mission operations for our ground and flight crews, making it one of the most complex and ambitious missions NASA has ever undertaken,” said Jeremy Parsons, Artemis program manager. “The demonstration mission will set the stage before our next giant leap. NASA’s expertise in systems engineering and integration, as well as launch and mission operations in low Earth orbit, will bring the mission together.”
For future crewed missions to the Moon, NASA and one of the commercial lander partners will execute a “dual launch campaign,” prepositioning the lander in orbit to await a crewed Orion, launched on SLS. Launching the three rockets in succession of one another for Artemis III offers a unique opportunity to practice launch processing and operations.
Blue Origin’s lander test article is planned to launch first and will be able to loiter in space for up to 30 days, allowing for checkouts in orbit prior to the launch of SLS and Orion from Launch Complex 39B at NASA’s Kennedy Space Center in Florida. The Blue Origin test article will launch at a set trajectory to meet a designated “parking” orbit for these systems checks.
Artemis III will be a highly choreographed dance with a demanding launch sequence across multiple launch pads and equally demanding mission operations for our ground and flight crews, making it one of the most complex and ambitious missions NASA has ever undertaken.
Jeremy Parsons
Artemis program manager
Following the completion of Blue Origin’s rendezvous and docking operations testing and the Artemis III crewed launch on SLS, SpaceX will launch its Starship lander test article to rendezvous with Orion and its crew for its phase of on-orbit testing.
Throughout the Artemis III mission, Orion will fly in a circular orbit. All three rockets will have more launch opportunities than are available for a lunar mission and will be able to reach the designated mission altitude in a single launch.
Docking operations
During docking and undocking operations, Orion and the Artemis III crew will use the lander test articles as the targets, while Orion will operate as the chaser spacecraft. This is the same configuration planned for future crew landing mission to the Moon.
NASA will ensure both test landers are mission ready and crew safe prior to Artemis III. These verifications will be based on functional and performance requirements for the test lander designs and hazard controls for hardware and software, ensuring the Artemis III astronauts inside Orion are safe throughout both docking phases of the mission.
SpaceX and Blue Origin have already tested their docking capabilities for their respective landers on the ground. SpaceX’s docking capability was qualified in 2023; Blue Origin conducted development ground testing on its pressurized docking system earlier this year.
A key difference between the docking capabilities of both lander test articles will be the location of docking. Orion will dock along the side of the Blue Moon test lander, adjacent to the crew cabin. Later, Orion will dock nose-to-nose with the giant SpaceX test lander.
Software testing between spacecrafts will help demonstrate that the commercial human landing system prototypes and Orion can meet at a precise time and location in space. When Orion docks with the Blue Moon test lander, the Orion spacecraft’s software will control the docked spacecraft. Meanwhile, the SpaceX test article will control the docked spacecraft for the second portion of the mission. During the docking phases, teams with NASA and the commercial partners will be able to test hardware and software interoperability, as well as dynamics of how the integrated lander-Orion spacecraft moves in space.
Through the Artemis program, NASA will send astronauts to explore the Moon for scientific discovery, economic benefits, and to build the foundation for the first crewed missions to Mars – for the benefit of all.
NASA Awards Contracts for Mars Advanced Surface Mobility Technology
July 8, 2026
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NASA Awards Contracts for Mars Advanced Surface Mobility Technology
NASA has selected seven companies for contract awards under the Mars Exploration Program’s Science Transport and Robotic Innovation for Deployment and Exploration, or STRIDE, initiative to advance next-generation commercial robotic surface mobility for future Mars exploration.
The STRIDE awards will support the development of innovative robotic mobility systems that may enable future Mars missions to access more challenging terrain, travel greater distances, and investigate scientifically valuable regions that are difficult to reach with current mobility systems.
The STRIDE awards have a total potential value of approximately $17 million with a period of work targeted to begin in Fall of 2026.
Contract awardees are:
AeroVironment, Arlington, Virginia
Astrobotic, Pittsburgh, Pennsylvania
Venturi Astrolab (Astrolab), Hawthorne, California
Ground Control Robotics, Atlanta, Georgia
Honeybee Robotics, Longmont, Colorado
Intuitive Machines, Houston, Texas
MEI Technologies, Webster, Texas
STRIDE demonstrates NASA’s commitment to strong public-private partnerships, allowing the agency to explore new approaches for Mars surface exploration while identifying key capability gaps and development needs for commercial systems that could operate and traverse realistic Martian environments.
For more information about NASA’s Mars Exploration, visit:
The Cislunar Autonomous Positioning System Technology Operations and Navigation Experiment (CAPSTONE) has achieved all primary and extended mission objectives.
Credits: NASA
As NASA prepares for a sustained human presence on the Moon, missions will increasingly require spacecraft that can navigate and communicate without a direct connection to Earth.
NASA’s Cislunar Autonomous Positioning System Technology Operations and Navigation Experiment, or CAPSTONE, validated and advanced these capabilities.
Designed to test and validate technologies in lunar orbit, CAPSTONE launched in June 2022 and became the first U.S. commercial mission at the Moon. The spacecraft tested operations in three-body orbits around the Moon, using the combined gravity of Earth and the Moon to reduce the fuel needed to maintain a stable lunar path. It became the first spacecraft to fly and characterize this orbit for future exploration and science missions. Owned and operated by Advanced Space, the microwave-sized spacecraft then received a 15-month mission extension, becoming a testbed for advanced communications, networking, autonomous navigation, and software-defined satellite technologies.
Dylan Schmidt, CAPSTONE assembly integration and test lead, right, and Lachlan Moore, systems integration engineer, left, install solar panels onto the CAPSTONE spacecraft at Tyvak Nano-Satellite Systems, Inc., in Irvine, California.
NASA/Dominic Hart
Rather than launch a new satellite, NASA’s Research and Technology Mission Directorate demonstrated that CAPSTONE’s existing hardware could host new applications after launch, transforming the spacecraft into a cost-effective, flexible lunar technology demonstration platform. NASA’s SCaN (Space Communications and Navigation) Division will now use the data to demonstrate innovative networking and navigation techniques on future experiments.
“Operating multiple experiments simultaneously aboard the same spacecraft allows NASA to evaluate how these technologies perform together in a real lunar environment,” said Greg Stover, director of the Advanced Research and Technology Division within NASA’s Research and Technology Mission Directorate at NASA Headquarters in Washington. “Investments in autonomous operations and resilient communications infrastructure are essential to ensuring U.S. leadership as activity around the Moon continues to increase.”
Two experiments aboard CAPSTONE used software-defined infrastructure to advance two future mission essentials: autonomous navigation and deep space communications. The autonomous Navigation, Guidance, and Control software, or autoNGC, is designed to allow a spacecraft to determine where it is, where it is going, and how to get where it needs to be without waiting for instructions from the ground. While portions of the software had previously flown in Earth orbit, CAPSTONE marked the first time autoNGC was tested at the Moon.
“To really demonstrate that something works, you have to fly it,” said Sun Hur-Diaz, principal investigator for the autoNGC technology development project at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “The real environment is key.”
To really demonstrate that something works you have to fly it. The real environment is key.
Sun Hur-Diaz
Principal Investigator for the autoNGC Project, NASA Goddard Space Flight Center
Researchers also evaluated how autoNGC performed with limited contact to Earth. While NASA’s Deep Space Network antennas were supporting the Artemis II crewed test flight around the Moon, CAPSTONE’s communications window dropped to just a few passes per week.
Those gaps became one of the experiment’s most valuable tests. Without data from Earth, autoNGC determined CAPSTONE’s location using an onboard star tracker camera to image the Moon, Earth, and other celestial bodies. The camera-based system, known as optical navigation, at times outperformed ground-based methods for real-time onboard navigation, advancing technologies for future deep-space missions.
Alongside autonomous navigation testing, CAPSTONE also tested delay/disruption tolerant networking (DTN), a communications architecture designed for deep space. Unlike Earth-based internet systems, deep space communications must function despite long delays and frequent signal gaps. The DTN system addresses those challenges by storing information on the spacecraft when no connection is available and automatically forwarding it once communications are restored. With these demonstrations, CAPSTONE became the first to fly the latest DTN protocols beyond Earth orbit and the first to run them in NASA’s core Flight System, an open-source framework that can be implemented on any spacecraft.
In one demonstration, engineers began transmitting data from CAPSTONE to Earth, but the connection ended before the transfer was complete. The spacecraft stored the remaining data until the next communications opportunity, and transmission resumed automatically. Every piece of data made it home.
Artist’s rendering depicting astronauts, habitats, rovers, power systems, and cargo operations supporting sustained human activities at the Moon Base near the lunar South Pole. The technologies CAPSTONE tested may be key to NASA’s growing lunar communications and navigation infrastructure.
NASA
“You can imagine an astronaut walking behind a lunar hill or descending into a crater and temporarily losing connectivity,” said Ben Anderson, a systems engineer for the Near Space Network at NASA’s Goddard Space Flight Center in Greenbelt, Maryland. “This technology allows that data to be automatically retransmitted once communications are restored.”
In addition to its primary achievements, CAPSTONE’s second life as a software-defined testing platform demonstrated that new technologies can be affordably tested and proven directly in their operational environment.
After nearly four years of technology maturation, NASA’s activities on CAPSTONE concluded in June 2026, while Advanced Space will continue to use the spacecraft as a technology development testbed.
The CAPSTONE spacecraft was designed and built by Terran Orbital and is owned and operated by Advanced Space. NASA’s Research and Technology Mission Directorate managed the mission through the Small Spacecraft and Distributed Systems program, based at NASA’s Ames Research Center in California’s Silicon Valley. Elements of the CAPSTONE technology suite were supported by NASA’s Small Business Innovation Research program. The autoNGC and DTN demonstrations conducted during CAPSTONE’s extended mission were managed by NASA’s SCaN Division, based at NASA Headquarters in Washington.
About the Author
Korine Powers
Lead Writer and Communications Strategist
Korine Powers, Ph.D. is a writer for NASA's SCaN (Space Communications and Navigation) Program office and covers emerging technologies, commercialization efforts, exploration activities, and more.
A research volunteer uses augmented reality goggles to perform astronaut-like tasks during a simulated space mission. Participants selected for NASA’s first Moon and Mars Exploration Analog mission also will perform tasks in immersive, interactive environments while living inside habitats that simulate traveling to and living on the Moon and Mars.
Credit: NASA
NASA is recruiting research participants for the agency’s next simulated deep space mission. Beginning no earlier than August 2027, research volunteers will spend one year living and working in interplanetary environments at the agency’s Johnson Space Center in Houston, operating under isolated conditions expected during crewed missions to the Moon or Red Planet.
Insights from this new, yearlong experience, called the Moon and Mars Exploration Analog, can be used to help keep astronauts safe and mission-ready during future planetary surface operations. The results also could inform plans for a sustained lunar presence through the agency’s Moon Base and future Artemis missions.
NASA is looking for applicants for the approximately year-long mission simulation, which will take place in two confined habitats. In addition to specific physical and education requirements, volunteers must be willing to take part in a multi-day selection process and pass NASA’s physical and psychological assessments, found on the Moon and Mars Exploration Analog web page. Candidates also should have a strong desire for unique, rewarding experiences, and interest in contributing to NASA’s work to prepare for extended stays on the lunar surface and the first crewed mission to Mars.
The Moon and Mars Exploration Analog evolves elements of the agency’s HERA (Human Exploration Research Analog) and CHAPEA (Crew Health And Performance Exploration Analog) missions into a single, integrated mission to streamline how researchers evaluate astronaut adaptation across the full range of potential mission scenarios. Using the HERA habitat as a spacecraft and the CHAPEA habitat as a base, the volunteers will live and work in confined, isolated environments that simulate months-long flights to and from other planetary surfaces. They also will mimic surface operations, including mock Mars walks and using a rover to travel to exploration sites located beyond the main habitat.
Throughout the Moon and Mars Exploration Analog mission, researchers will study crew health and performance under resource limitations and mission demands. These missions also help NASA assess and validate hardware, technologies, protocols, requirements, and other systems designed to support crew health and performance on long-duration deep space missions, all without leaving Earth. The effort will provide valuable data for NASA’s Human Research Program, which innovates ways to keep astronauts healthy and mission-ready.
As part of the Golden Age of innovation and exploration, NASA will send astronauts on increasingly difficult missions to explore more of the Moon for scientific discovery, economic benefits, establish an enduring human presence on the lunar surface, and to build on the foundation for the first crewed missions to Mars.
For more about NASA’s Human Research Program, visit:
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