Space

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Rocket Report: Two big Asian reuse milestones, Vandenberg becomes SpaceX west


“This is potentially going to be a problem.”

Landspace shows off its Zhuque-3 rocket on the launch pad. Credit: Landspace

Welcome to Edition 7.49 of the Rocket Report! You may have noticed we are a little late with the report this week, and that is due to the Juneteenth holiday celebrated in the United States on Thursday. But that hasn’t stopped a torrent of big news this week, from exploding Starships to significant reuse milestones being reached in Asia.

As always, we welcome reader submissions, and 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.

Honda stamps passport to the skies with a hopper. An experimental reusable rocket developed by the research and development arm of Honda Motor Company flew to an altitude of nearly 900 feet (275 meters) Tuesday, then landed with pinpoint precision at the carmaker’s test facility in northern Japan, Ars reports. Honda’s hopper is the first prototype rocket outside of the United States and China to complete a flight of this kind, demonstrating vertical takeoff and vertical landing technology that could underpin the development of a reusable launch vehicle.

A legitimately impressive feat… Honda has been quiet on this rocket project since a brief media blitz nearly four years ago. Developed in-house by Honda R&D Company, the rocket climbed vertically from a pedestal at the company’s test site in southeastern Hokkaido, the northernmost of Japan’s main islands, before landing less than a meter from its target. Honda said its launch vehicle is “still in the fundamental research phase,” and the company has made no decision whether to commercialize the rocket program. (submitted by Fernwaerme, TFargo04, Biokleen, Rendgrish, and astromog)

European launch companies seek protection. In a joint statement published on Monday, Arianespace and Avio called for European missions to be launched aboard European rockets, European Spaceflight reports. The statement warned that without “sustained support,” European rocket builders risked losing out to institutionally backed competitors from the US.

Seeking to permanently embed European preference… “Major space powers support their industries through stable and guaranteed institutional markets, enabling long-term investments, innovation, and the preservation of leadership,” explained the statement. The pair argues that Europe risks falling behind not due to a lack of technical capability but because of structural market weaknesses. (submitted by EllPeaTea)

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Increasing launch cadence may threaten ozone layer. The rapidly growing number of rocket launches could slow the recovery of the ozone layer, a new study in the journal Nature finds. The ozone layer is healing due to countries phasing out CFCs, but rocket launches could slow its recovery if the space industry continues growing, Radio New Zealand reports. “At the moment, it’s not a problem because the launches happen too infrequently,” said University of Canterbury atmospheric scientist Laura Revell, one of the authors of the study. “As we get more and more launches taking place—because there are companies out there with very bold ambitions to increase launch frequency—this is potentially going to be a problem.”

Forecasting a lot of growth in launch… In a conservative growth scenario, about 900 total launches a year, there is some ozone loss but not significant amounts,” said Revell. “But when we look at a more ambitious scenario, when we looked at the upper limits of what might be launched in future—around 2,000 launches year—we saw levels of ozone loss that are concerning in the context of ozone recovery,” she said. Ozone losses are driven by the chlorine produced from solid rocket motor propellant and black carbon, which is emitted from most propellants, the study says. (submitted by Zaphod Harkonnen)

Space may soon be pay-to-play with the FAA. The Federal Aviation Administration may soon levy fees on companies seeking launch and reentry licenses, a new tack in the push to give the agency the resources it needs to keep up with the rapidly growing commercial space industry, Ars reports. The text of a budget reconciliation bill released by Sen. Ted Cruz (R-Texas) earlier this month calls for the FAA’s Office of Commercial Space Transportation, known as AST, to begin charging licensing fees to space companies next year.

The price of poker keeps going up… The fees would phase in over eight years, after which the FAA would adjust them to keep pace with inflation. The money would go into a trust fund to help pay for the operating costs of the FAA’s commercial space office. Cruz’s section of the Senate reconciliation bill calls for the FAA to charge commercial space companies per pound of payload mass, beginning with 25 cents per pound in 2026 and increasing to $1.50 per pound in 2033. Subsequent fee rates would change based on inflation. The overall fee per launch or entry would be capped at $30,000 in 2026, increasing to $200,000 in 2033, and then be adjusted to keep pace with inflation.

Landspace tests Zhuque-3 rocket. Chinese launch startup Landspace carried out a breakthrough static fire test Friday as it builds towards an orbital launch attempt with its Zhuque-3 rocket, Space News reports. The Zhuque-3’s nine methane-liquid oxygen engines ignited in sequence and fired for 45 seconds, including gimbal control testing, before shutting down as planned. The successful test lays a solid foundation for the upcoming inaugural flight of the Zhuque-3 and for the country’s reusable launch vehicle technology, Landspace said.

Similar in design to Falcon 9 … Friday’s static fire test used a first-stage identical to the one intended for Zhuque-3’s inaugural flight, planned for later this year, and covered the full ground-based launch preparation and ignition sequence, including propellant loading, tank pressurization, staged engine ignition, steady-state operation and a programmed shutdown. Payload capacity to low Earth orbit will be 21 metric tons when expendable, or up to 18,300 kg when the first stage is recovered downrange. Alternatively, it can carry 12,500 kg to LEO when returning to the launch site.

Kuiper launch scrubs due to hardware issue. United Launch Alliance and its customer, Amazon, will have to wait longer for the second launch of Amazon’s Project Kuiper satellites following a scrub on Monday afternoon. “United Launch Alliance Atlas 5 551 carrying Amazon’s second Project Kuiper mission, Kuiper 2, is delayed due to an engineering observation of an elevated purge temperature within the booster engine,” ULA said in a statement. “The team will evaluate the hardware, and we will release a new launch date when available.”

Back to the VIF in a spiff… On Tuesday, ULA rolled the Atlas V rocket back to its Vertical Integration Facility to address the issue with the nitrogen purge line on the vehicle. In addition to this mission, ULA has six more Atlas 5 rockets that have been purchased by Amazon to fly satellites for its constellation. As of Friday morning, ULA had not set a new launch date for the Kuiper 2 mission, but it could take place early next week. (submitted by ElllPeaTea)

Varda’s next launch will use in-house spacecraft. Varda Space Industries is preparing to launch its fourth spacecraft, W-4, on a SpaceX rideshare mission scheduled to launch as soon as June 21 from Vandenberg Space Force Base in California, Space News reports. The Los Angeles-based startup manufactures pharmaceuticals in orbit and returns them to Earth using specialized reentry capsules.

No longer using Rocket Lab… For its first three missions, Varda had partnered with Rocket Lab to use its Photon spacecraft for in-space operations. However, with W-4, Varda is debuting its first spacecraft built entirely in-house. The company is consolidating design and production internally in an effort to shorten the timeline between missions and increase flexibility to tailor vehicles to customer requirements. Varda decided that vertical integration was essential for scaling operations. (submitted by MarkW98)

Vandenberg becomes SpaceX west. One of the defining events early in the history of SpaceX is when the company was effectively booted from Vandenberg Space Force Base in 2005 after completing the first successful test firing of the Falcon 1 rocket there. This set the company off on a long romp to Kwajalein Atoll in the Pacific Ocean before acquiring a launch site at Cape Canaveral, Florida. When SpaceX finally returned to Vandenberg half a decade later, it had the Falcon 9 rocket and was no longer the scrappy upstart. Since then, it has made Vandenberg its own.

Falcons flying frequentlyAccording to Spaceflight Now, on Monday, SpaceX launched the 200th overall orbital flight from Space Launch Complex 4 East at Vandenberg Space Force Base, a batch of 26 Starlink V2 Mini satellites. Among the 199 previous orbital launches from SLC-4E, 131 of them were Falcon 9 rockets. The pad was first occupied by the Atlas-Agena rocket shortly after the Air Force Western Test Range activated in May 1964. SpaceX is currently going through the review process for acquiring SLC-6 as well to use for its Falcon 9 and Falcon Heavy rockets. (submitted by EllPeaTea)

China tests launch abort system. China carried out a successful pad abort test early Tuesday for its next-generation crew spacecraft for moon and low-Earth orbit missions, Space News reports. Footage of the test shows the escape system rapidly boosting the Mengzhou spacecraft away from the ground. Around 20 seconds later, the vehicle reached a predetermined altitude. The return capsule separated from the escape tower, and its parachutes deployed successfully. China is planning to conduct an in-flight escape test at maximum dynamic pressure later this year.

No longer reliant on the rocket… According to the agency, Mengzhou shifts from the traditional model of “rocket handles abort, spacecraft handles crew rescue,” as used by the Shenzhou, to a system where the Mengzhou spacecraft takes full responsibility for both abort control and crew safety. “The success of this test lays an important technical foundation for future crewed lunar missions,” a Chinese statement read. “Development work on related spacecraft, such as the Long March 10 launch vehicle and the lunar lander, is progressing steadily and will proceed to further testing as scheduled.” (submitted by EllPeaTea)

Another Starship explodes unexpectedly. SpaceX’s next Starship rocket exploded during a ground test in South Texas late Wednesday, dealing another blow to a program already struggling to overcome three consecutive failures in recent months, Ars reports. The late-night explosion at SpaceX’s rocket development complex in Starbase, Texas, destroyed the upper stage that was slated to launch on the next Starship test flight. The powerful blast set off fires around SpaceX’s Massey’s Test Site, located a few miles from the company’s Starship factory and launch pads.

A major anomaly … SpaceX confirmed the Starship, numbered Ship 36 in the company’s inventory, “experienced a major anomaly” on a test stand as the vehicle prepared to ignite its six Raptor engines for a static fire test. These hold-down test-firings are typically one of the final milestones in a Starship launch campaign before SpaceX moves the rocket to the launch pad. The company later said the failure may have been due to a composite overwrap pressure vessel, or COPV, near the top of the vehicle. On Thursday, aerial videos revealed that damage at the test site was significant but not beyond repair. (submitted by Tfargo04)

ArianeGroup will lead reusable engine project. The French space agency CNES announced Tuesday that it had selected ArianeGroup to lead a project to develop a high-thrust reusable rocket engine, European Spaceflight reports. The ASTRE (Advanced Staged-Combustion Technologies for Reusable Engines) project will also include contributions from SiriusSpace and Pangea Aerospace.

Company will take a test and learn approach… The project aims to develop a full-flow staged combustion methalox reusable rocket engine capable of producing between 200 and 300 tonnes of thrust, placing it in roughly the same class as the SpaceX Raptor engine. According to the agency, the goal of the project is “to equip the French and European space industry with new capabilities for strategic applications.” (submitted by EllPeaTea)

Next three launches

June 21: Falcon 9 | Transporter-14 | Vandenberg Space Force Base, Calif. | 21: 19 UTC

June 22: Falcon 9 | Starlink 10-23 | Cape Canaveral Space Force Station, Florida | 05: 47 UTC

June 23: Atlas V | Project Kuiper KA-02 | Cape Canaveral Space Force Station, Florida | 10: 54 UTC

Photo of Eric Berger

Eric Berger is the senior space editor at Ars Technica, covering everything from astronomy to private space to NASA policy, and author of two books: Liftoff, about the rise of SpaceX; and Reentry, on the development of the Falcon 9 rocket and Dragon. A certified meteorologist, Eric lives in Houston.

Rocket Report: Two big Asian reuse milestones, Vandenberg becomes SpaceX west Read More »

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SpaceX’s next Starship just blew up on its test stand in South Texas


SpaceX had high hopes for Starship in 2025, but it’s been one setback after another.

A fireball erupts around SpaceX’s Starship rocket in South Texas late Wednesday night. Credit: LabPadre

SpaceX’s next Starship rocket exploded during a ground test in South Texas late Wednesday, dealing another blow to a program already struggling to overcome three consecutive failures in recent months.

The late-night explosion at SpaceX’s rocket development complex in Starbase, Texas, destroyed the bullet-shaped upper stage that was slated to launch on the next Starship test flight. The powerful blast set off fires around SpaceX’s Massey’s Test Site, located a few miles from the company’s Starship factory and launch pads.

Live streaming video from NASASpaceflight.com and LabPadremedia organizations with cameras positioned around Starbase—showed the 15-story-tall rocket burst into flames shortly after 11: 00 pm local time (12: 00 am EDT; 04: 00 UTC). Local residents as far as 30 miles away reported seeing and feeling the blast.

SpaceX confirmed the Starship, numbered Ship 36 in the company’s inventory, “experienced a major anomaly” on a test stand as the vehicle prepared to ignite its six Raptor engines for a static fire test. These hold-down test-firings are typically one of the final milestones in a Starship launch campaign before SpaceX moves the rocket to the launch pad.

The explosion occurred as SpaceX finished up loading super-cold methane and liquid oxygen propellants into Starship in preparation for the static fire test. The company said the area around the test site was evacuated of all personnel, and everyone was safe and accounted for after the incident. Firefighters from the Brownsville Fire Department were dispatched to the scene.

“Our Starbase team is actively working to safe the test site and the immediate surrounding area in conjunction with local officials,” SpaceX posted on X. “There are no hazards to residents in surrounding communities, and we ask that individuals do not attempt to approach the area while safing operations continue.”

Picking up the pieces

Earlier Wednesday, just hours before the late-night explosion at Starbase, an advisory released by the Federal Aviation Administration showed SpaceX had set June 29 as a tentative launch date for the next Starship test flight. That won’t happen now, and it’s anyone’s guess when SpaceX will have another Starship ready to fly.

Massey’s Test Site, named for a gun range that once occupied the property, is situated on a bend in the Rio Grande River, just a few hundred feet from the Mexican border. The test site is currently the only place where SpaceX can put Starships through proof testing and static fire tests before declaring the rockets are ready to fly.

The extent of the damage to ground equipment at Massey’s was not immediately clear, so it’s too soon to say how long the test site will be out of commission. For now, though, the explosion leaves SpaceX without a facility to support preflight testing on Starships.

The videos embedded below come from NASASpaceflight.com and LabPadre, showing multiple angles of the Starship blast.

The explosion at Massey’s is a reminder of SpaceX’s rocky path to get Starship to this point in its development. In 2020 and 2021, SpaceX lost several Starship prototypes to problems during ground and flight testing. The visual of Ship 36 going up in flames harkens back to those previous explosions, along with the fiery demise of a Falcon 9 rocket on its launch pad in 2016 under circumstances similar to Wednesday night’s incident.

SpaceX has now launched nine full-scale Starship rockets since April 2023, and before the explosion, the company hoped to launch the 10th test flight later this month. Starship’s track record has been dreadful so far this year, with the rocket’s three most recent test flights ending prematurely. These setbacks followed a triumphant 2024, when SpaceX made clear progress on each successive Starship suborbital test flight, culminating in the first catch of the rocket’s massive Super Heavy booster with giant robotic arms on the launch pad tower.

Stacked together, the Super Heavy booster stage and Starship upper stage stand more than 400 feet tall, creating the largest rocket ever built. SpaceX has already flown a reused Super Heavy booster, and the company has designed Starship itself to be recoverable and reusable, too.

After last year’s accomplishments, SpaceX appeared to be on track for a full orbital flight, an attempt to catch and recover Starship itself, and an important in-space refueling demonstration in 2025. The refueling demo has officially slipped into 2026, and it’s questionable whether SpaceX will make enough progress in the coming months to attempt recovery of a ship before the end of this year.

A Super Heavy booster and Starship upper stage are seen in March at SpaceX’s launch pad in South Texas, before the ship was stacked atop the booster for flight. The Super Heavy booster for the next Starship flight completed its static fire test earlier this month. Credit: Brandon Bell/Getty Images

Ambition meets reality

SpaceX debuted an upgraded Starship design, called Version 2 or Block 2, on a test flight in January. It’s been one setback after another since then.

The new Starship design is slightly taller than the version of Starship that SpaceX flew in 2023 and 2024. It has an improved heat shield to better withstand the extreme heat of atmospheric reentry. SpaceX also installed a new fuel feed line system to route methane fuel to the ship’s Raptor engines, and an improved propulsion avionics module controlling the vehicle’s valves and reading sensors.

Despite—or perhaps because ofall of these changes for Starship Version 2, SpaceX has been unable to replicate the successes it achieved with Starship in the last two years. Ships launched on test flights in January and March spun out of control minutes after liftoff, scattering debris over the sea, and in at least one case, onto a car in the Turks and Caicos Islands.

SpaceX engineers concluded the January failure was likely caused by intense vibrations that 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.

The March flight failed in similar fashion, but SpaceX’s investigators determined the most probable root cause was a hardware failure in one of the ship’s engines, a different failure mode than two months before.

During SpaceX’s most recent Starship test flight last month, the rocket completed the ascent phase of the mission as planned, seemingly overcoming the problems that plagued the prior two launches. But soon after the Raptor engines shut down, a fuel leak caused the ship to begin tumbling in space, preventing the vehicle from completing a guided reentry to test the performance of new heat shield materials.

File photo of a Starship static fire in May at Massey’s Test Site.

SpaceX is working on a third-generation Starship design, called Version 3, that the company says could be ready to fly by the end of this year. The upgraded Starship Version 3 design will be able to lift heavier cargo—up to 200 metric tonsinto orbit thanks to larger propellant tanks and more powerful Raptor engines. Version 3 will also have the ability to refuel in low-Earth orbit.

Version 3 will presumably have permanent fixes to the problems currently slowing SpaceX’s pace of Starship development. And there are myriad issues for SpaceX’s engineers to solve, from engine reliability and the ship’s resonant frequency, to beefing up the ship’s heat shield and fixing its balky payload bay door.

Once officials solve these problems, it will be time for SpaceX to bring a Starship from low-Earth orbit back to the ground. Then, there’s more cool stuff on the books, like orbital refueling and missions to the Moon in partnership with NASA’s Artemis program. NASA has contracts worth more than $4 billion with SpaceX to develop a human-rated Starship that can land astronauts on the Moon and launch them safely back into space.

The Trump administration’s proposed budget for NASA would cancel the Artemis program’s ultra-expensive Space Launch System rocket and Orion crew capsule after two more flights, leaving commercial heavy-lifters to take over launching astronauts from the Earth to the Moon. SpaceX’s Starship, already on contract with NASA as a human-rated lander, may eventually win more government contracts to fill the role of SLS and Orion under Trump’s proposed budget. Other rockets, such as Blue Origin’s New Glenn, are also well-positioned to play a larger role in human space exploration.

NASA’s official schedule for the first Artemis crew landing on the Moon puts the mission some time in 2027, using SLS and Orion to transport astronauts out to the vicinity of the Moon to meet up with SpaceX’s Starship lunar lander. After that mission, known as Artemis III, NASA would pivot to using commercial rockets from Elon Musk’s SpaceX and Jeff Bezos’ Blue Origin to replace the Space Launch System.

Meanwhile, SpaceX’s founder and CEO has his sights set on Mars. Last month, Musk told his employees he wants to launch the first Starships toward the Red Planet in late 2026, when the positions of Earth and Mars in the Solar System make a direct journey possible. Optimistically, he would like to send people to Mars on Starships beginning in 2028.

All of these missions are predicated on SpaceX mastering routine Starship launch operations, rapid reuse of the ship and booster, and cryogenic refueling in orbit, along with adapting systems such as life support, communications, and deep space navigation for an interplanetary journey.

The to-do list is long for SpaceX’s Starship program—too long for Mars landings to seem realistic any time in the next few years. NASA’s schedule for the Artemis III lunar landing mission in 2027 is also tight, and not only because of Starship’s delays. The development of new spacesuits for astronauts to wear on the Moon may also put the Artemis III schedule at risk. NASA’s SLS rocket and Orion spacecraft have had significant delays throughout their history, so it’s not a sure thing they will be ready in 2027.

While it’s too soon to know the precise impact of Wednesday night’s explosion, we can say with some confidence that the chances of Starship meeting these audacious schedules are lower today than they were yesterday.

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’s next Starship just blew up on its test stand in South Texas Read More »

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Honda’s hopper suddenly makes the Japanese carmaker a serious player in rocketry

The company has not disclosed how much it is spending on rocket development. Honda’s hopper is smaller than similar prototype boosters SpaceX has used for vertical landing demos, so engineers will have to scale up the design to create a viable launch vehicle.

But Tuesday’s test catapulted Honda into an exclusive club of companies that have flown reusable rocket hoppers with an eye toward orbital flight, including SpaceX, Blue Origin, and a handful of Chinese startups. Meanwhile, European and Japanese space agencies have funded a pair of reusable rocket hoppers named Themis and Callisto. Neither rocket has ever flown, after delays of several years.

Honda’s experimental rocket lifts off from a test site in Taiki, a community in northern Japan.

Before Honda’s leadership green-lit the rocket project in 2019, a group of the company’s younger engineers proposed applying the company’s expertise in combustion and control technologies toward a launch vehicle. Honda officials believe the carmaker “has the potential to contribute more to people’s daily lives by launching satellites with its own rockets.”

The company suggested in its press release Tuesday that a Honda-built rocket might launch Earth observation satellites to monitor global warming and extreme weather, and satellite constellations for wide-area communications. Specifically, the company noted the importance of satellite communications to enabling connected features in cars, airplanes, and other Honda products.

“In this market environment, Honda has chosen to take on the technological challenge of developing reusable rockets by utilizing Honda technologies amassed in the development of various products and automated driving systems, based on a belief that reusable rockets will contribute to achieving sustainable transportation,” Honda said.

Toyota, Japan’s largest car company, also has a stake in the launch business. Interstellar Technologies, a Japanese space startup, announced a $44 million investment from Toyota in January. The two firms said they were establishing an alliance to draw on Toyota’s formula for automobile manufacturing to set up a factory for mass-producing orbital-class rockets. Interstellar has launched a handful of sounding rockets but hasn’t yet built an orbital launcher.

Japan’s primary rocket builder, Mitsubishi Heavy Industries, is another titan of Japanese industry, but it has never launched more than six space missions in a single year. MHI’s newest rocket, the H3, debuted in 2023 but is fully expendable.

The second-biggest Japanese automaker, Honda, is now making its own play. Car companies aren’t accustomed to making vehicles that can only be used once.

Honda’s hopper suddenly makes the Japanese carmaker a serious player in rocketry Read More »

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Companies may soon pay a fee for their rockets to share the skies with airplanes


Some space companies aren’t necessarily against this idea, but SpaceX hasn’t spoken.

Starship soars through the stratosphere. Credit: Stephen Clark/Ars Technica

The Federal Aviation Administration may soon levy fees on companies seeking launch and reentry licenses, a new tack in the push to give the agency the resources it needs to keep up with the rapidly growing commercial space industry.

The text of a budget reconciliation bill released by Sen. Ted Cruz (R-Texas) last week calls for the FAA’s Office of Commercial Space Transportation, known as AST, to begin charging licensing fees to space companies next year. The fees would phase in over eight years, after which the FAA would adjust them to keep pace with inflation. The money would go into a trust fund to help pay for the operating costs of the FAA’s commercial space office.

The bill released by Cruz’s office last week covers federal agencies under the oversight of the Senate Commerce Committee, which he chairs. These agencies include the FAA and NASA. Ars recently covered Cruz’s proposals for NASA to keep the Space Launch System rocket, Orion spacecraft, and Gateway lunar space station alive, while the Trump administration aims to cancel Gateway and end the SLS and Orion programs after two crew missions to the Moon.

The Trump administration’s fiscal year 2026 budget request, released last month, proposes $42 million for the FAA’s Office of Commercial Space Transportation, a fraction of the agency’s overall budget request of $22 billion. The FAA’s commercial space office received an almost identical funding level in 2024 and 2025. Accounting for inflation, this is effectively a budget cut for AST. The office’s budget increased from $27.6 million to more than $42 million between 2021 and 2024, when companies like SpaceX began complaining the FAA was not equipped to keep up with the fast-moving commercial launch industry.

The FAA licensed 11 commercial launch and reentry operations in 2015, when AST’s budget was $16.6 million. Last year, the number of space operations increased to 164, and the US industry is on track to conduct more than 200 commercial launches and reentries in 2025. SpaceX’s Falcon 9 rocket is doing most of these launches.

While the FAA’s commercial space office receives more federal funding today, the budget hasn’t grown to keep up with the cadence of commercial spaceflight. SpaceX officials urged the FAA to double its licensing staff in 2023 after the company experienced delays in securing launch licenses.

In the background, a Falcon 9 rocket climbs away from Space Launch Complex 40 at Cape Canaveral Space Force Station, Florida. Another Falcon 9 stands on its launch pad at neighboring Kennedy Space Center awaiting its opportunity to fly.

Adding it up

Cruz’s section of the Senate reconciliation bill calls for the FAA to charge commercial space companies per pound of payload mass, beginning with 25 cents per pound in 2026 and increasing to $1.50 per pound in 2033. Subsequent fee rates would change based on inflation. The overall fee per launch or entry would be capped at $30,000 in 2026, increasing to $200,000 in 2033, and then adjusted to keep pace with inflation.

The Trump administration has not weighed in on Cruz’s proposed fee schedule, but Trump’s nominee for the next FAA administrator, Bryan Bedford, agreed with the need for launch and reentry licensing fees in a Senate confirmation hearing Wednesday. Most of the hearing’s question-and-answer session focused on the safety of commercial air travel, but there was a notable exchange on the topic of commercial spaceflight.

Cruz said the rising number of space launches will “add considerable strain to the airspace system” in the United States. Airlines and their passengers pay FAA-mandated fees for each flight segment, and private owners pay the FAA a fee to register their aircraft. The FAA also charges overflight fees to aircraft traveling through US airspace, even if they don’t take off or land in the United States.

“Nearly every user of the National Airspace System pays something back into the system to help cover their operational costs, yet under current law, space launch companies do not, and there is no mechanism for them to pay even if they wish to,” Cruz said. “As commercial spaceflight expands rapidly, so does its impact on the FAA’s ability to operate the National Airspace System. This proposal accounts for that.”

When asked if he agreed, Trump’s FAA nominee suggested he did. Bedford, president and CEO of Republic Airways, is poised to take the helm of the federal aviation regulator if he passes Senate confirmation.

Bryan Bedford is seen prior to his nomination hearing before the Senate Commerce Committee to lead the Federal Aviation Administration on June 11, 2025. Credit: Craig Hudson For The Washington Post via Getty Images

The FAA clears airspace of commercial and private air traffic along the flight corridors of rockets as they launch into space, and around the paths of spacecraft as they return to Earth. The agency is primarily charged with ensuring commercial rockets don’t endanger the public. The National Airspace System (NAS) consists of 29 million square miles of airspace over land and oceans. The FAA says more than 45,000 flights and 2.9 million airline passengers travel through the airspace every day.

Bedford said he didn’t want to speak on specific policy proposals before the Trump administration announces an official position on the matter.

“But I’ll confirm you’re exactly right,” Bedford told Cruz. “Passengers and airlines themselves pay significant taxes. … Those taxes are designed to modernize our NAS. One of the things that is absolutely critical in modernization is making sure we design the NAS so it can accommodate an increased cadence in space launch, so I certainly support where you’re going with that.”

SpaceX would be the company most affected by the proposed licensing fees. The majority of SpaceX’s missions launch the company’s own Starlink broadband satellites aboard Falcon 9 rockets. Most of those launches carry around 17 metric tons (about 37,500 pounds) of usable payload mass.

A quick calculation shows that SpaceX would pay a fee of roughly $9,400 for an average Starlink launch on a Falcon 9 rocket next year if Cruz’s legislation is signed into law. SpaceX launched 89 dedicated Starlink missions last year. That would add up to more than $800,000 in annual fees going into the FAA’s coffers under Cruz’s licensing scheme. Once you account for all of SpaceX’s other commercial launches, this number would likely exceed $1 million.

Assuming Falcon 9s continue to launch Starlink satellites in 2033, the fees would rise to approximately $56,000 per launch. SpaceX may have switched over all Starlink missions to its giant new Starship rocket by then, in which case the company will likely reach the FAA’s proposed fee cap of $200,000 per launch. SpaceX hopes to launch Starships at lower cost than it currently launches the Falcon 9 rocket, so this proposal would see SpaceX pay a significantly larger fraction of its per-mission costs in the form of FAA fees.

Industry reaction

A senior transportation official in the Biden administration voiced tentative support in 2023 for a fee scheme similar to the one under consideration by the Senate. Michael Huerta, a former FAA administrator during the Obama administration and the first Trump administration, told NPR last year that he supports the idea.

“You have this group of new users that are paying nothing into the system that are an increasing share of the operations,” Huerta said. “I truly believe the current structure isn’t sustainable.”

The Commercial Spaceflight Federation, an industry advocacy group that includes SpaceX and Blue Origin among its membership, signaled last year it was against the idea of creating launch and reentry fees, or taxes, as some industry officials call them. Commercial launch and reentry companies have been excluded from FAA fees to remove regulatory burdens and help the industry grow. The federation told NPR last year that because the commercial space industry requires access to US airspace much less often than the aviation industry, it would not yet be appropriate to have space companies pay into an FAA trust fund.

SpaceX did not respond to questions from Ars on the matter. United Launch Alliance would likely be on the hook to become the second-largest payer of FAA fees, at least over the next couple of years, with numerous missions in its backlog to launch massive stacks of Internet satellites for Amazon’s Project Kuiper network from Cape Canaveral Space Force Station in Florida.

A ULA spokesperson told Ars the company is still reviewing and assessing the Senate Commerce Committee’s proposal. “In general, we are supportive of fees that are affordable, do not disadvantage US companies against their foreign counterparts, are fair, equitable, and are used to directly improve the shared infrastructure at the Cape and other spaceports,” the spokesperson said.

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.

Companies may soon pay a fee for their rockets to share the skies with airplanes Read More »

there’s-another-leak-on-the-iss,-but-nasa-is-not-saying-much-about-it

There’s another leak on the ISS, but NASA is not saying much about it

No one is certain. The best guess is that the seals on the hatch leading to the PrK module are, in some way, leaking. In this scenario, pressure from the station is feeding the leak inside the PrK module through these seals, leading to a stable pressure inside—making it appear as though the PrK module leaks are fully repaired.

At this point, NASA is monitoring the ongoing leak and preparing for any possibility. A senior industry source told Ars that the NASA leadership of the space station program is “worried” about the leak and its implications.

This is one reason the space agency delayed the launch of a commercial mission carrying four astronauts to the space station, Axiom-4, on Thursday.

“The postponement of Axiom Mission 4 provides additional time for NASA and Roscosmos to evaluate the situation and determine whether any additional troubleshooting is necessary,” NASA said in a statement. “A new launch date for the fourth private astronaut mission will be provided once available.”

One source indicated that the new tentative launch date is now June 18. However, this will depend on whatever resolution there is to the leak issue.

What’s the worst that could happen?

The worst-case scenario for the space station is that the ongoing leaks are a harbinger of a phenomenon known as “high cycle fatigue,” which affects metal, including aluminum. Consider that if you bend a metal clothes hanger once, it bends. But if you bend it back and forth multiple times, it will snap. This is because, as the metal fatigues, it hardens and eventually snaps. This happens suddenly and without warning, as was the case with an Aloha Airlines flight in 1988.

The concern is that some of these metal structures on board the station could fail quickly and catastrophically. Accordingly, in its previous assessments, NASA has classified the structural cracking issue on the space station as the highest level of concern on its 5v5 risk matrix to gauge the likelihood and severity of risks to the space station.

In the meantime, the space agency has not been forthcoming with any additional information. Despite many questions from Ars Technica and other publications, NASA has not scheduled a press conference or said anything else publicly about the leaks beyond stating, “The crew aboard the International Space Station is safely conducting normal operations.”

There’s another leak on the ISS, but NASA is not saying much about it Read More »

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Rocket Report: New delay for Europe’s reusable rocket; SpaceX moves in at SLC-37


Canada is the only G7 nation without a launch program. Quebec wants to do something about that.

This graphic illustrates the elliptical shape of a geosynchronous transfer orbit in green, and the circular shape of a geosynchronous orbit in blue. In a first, SpaceX recently de-orbited a Falcon 9 upper stage from GTO after deploying a communications satellite. Credit: European Space Agency

Welcome to Edition 7.48 of the Rocket Report! The shock of last week’s public spat between President Donald Trump and SpaceX founder Elon Musk has worn off, and Musk expressed regret for some of his comments going after Trump on social media. Musk also backtracked from his threat to begin decommissioning the Dragon spacecraft, currently the only way for the US government to send people to the International Space Station. Nevertheless, there are many people who think Musk’s attachment to Trump could end up putting the US space program at risk, and I’m not convinced that danger has passed.

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.

Quebec invests in small launch company. The government of Quebec will invest CA$10 million ($7.3 million) into a Montreal-area company that is developing a system to launch small satellites into space, The Canadian Press reports. Quebec Premier François Legault announced the investment into Reaction Dynamics at the company’s facility in Longueuil, a Montreal suburb. The province’s economy minister, Christine Fréchette, said the investment will allow the company to begin launching microsatellites into orbit from Canada as early as 2027.

Joining its peers … Canada is the only G7 nation without a domestic satellite launch capability, whether it’s through an independent national or commercial program or through membership in the European Space Agency, which funds its own rockets. The Canadian Space Agency has long eschewed any significant spending on developing a Canadian satellite launcher, and a handful of commercial launch startups in Canada haven’t gotten very far. Reaction Dynamics was founded in 2017 by Bachar Elzein, formerly a researcher in multiphase and reactive flows at École Polytechnique de Montréal, where he specialized in propulsion and combustion dynamics. Reaction Dynamic plans to launch its first suborbital rocket later this year, before attempting an orbital flight with its Aurora rocket as soon as 2027. (submitted by Joey S-IVB)

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Another year, another delay for Themis. The European Space Agency’s Themis program has suffered another setback, with the inaugural flight of its reusable booster demonstrator now all but certain to slip to 2026, European Spaceflight reports. It has been nearly six years since the European Space Agency kicked off the Themis program to develop and mature key technologies for future reusable rocket stages. Themis is analogous to SpaceX’s Grasshopper reusable rocket prototype tested more than a decade ago, with progressively higher hop tests to demonstrate vertical takeoff and vertical landing techniques. When the program started, an initial hop test of the first Themis demonstrator was expected to take place in 2022.

Tethered to terra firma … ArianeGroup, which manufactures Europe’s Ariane rockets, is leading the Themis program under contract to ESA, which recently committed an additional 230 million euros ($266 million) to the effort. This money is slated to go toward development of a single-engine variant of the Themis program, continued development of the rocket’s methane-fueled engine, and upgrades to a test stand at ArianeGroup’s propulsion facility in Vernon, France. Two months ago, an official update on the Themis program suggested the first Themis launch campaign would begin before the end of the year. Citing sources close to the program, European Spaceflight reports the first Themis integration tests at the Esrange Space Center in Sweden are now almost certain to slip from late 2025 to 2026.

French startup tests a novel rocket engine. While Europe’s large government-backed rocket initiatives face delays, the continent’s space industry startups are moving forward on their own. One of these companies, a French startup named Alpha Impulsion, recently completed a short test-firing of an autophage rocket engine, European Spaceflight reports. These aren’t your normal rocket engines that burn conventional kerosene, methane, or hydrogen fuel. An autophage engine literally consumes itself as it burns, using heat from the combustion process to melt its plastic fuselage and feed the molten plastic into the combustion chamber in a controlled manner. Alpha Impulsion called the May 27 ground firing a successful test of the “largest autophage rocket engine in the world.”

So, why hasn’t this been done before? … The concept of a self-consuming rocket engine sounds like an idea that’s so crazy it just might work. But the idea remained conceptual from when it was first patented in 1938 until an autophage engine was fired in a controlled manner for the first time in 2018. The autophage design offers several advantages, including its relative simplicity compared to the complex plumbing of liquid and hybrid rockets. But there are serious challenges associated with autophage engines, including how to feed molten fuel into the combustion chamber and how to scale it up to be large enough to fly on a viable rocket. (submitted by trimeta and EllPeaTea)

Rocket trouble delays launch of private crew mission. A propellant leak in a Falcon 9 booster delayed the launch of a fourth Axiom Space private astronaut mission to the International Space Station this week, Space News reports. SpaceX announced the delay Tuesday, saying it needed more time to fix a liquid oxygen leak found in the Falcon 9 booster during inspections following a static-fire test Sunday. “Once complete–and pending Range availability–we will share a new launch date,” the company stated. The Ax-4 mission will ferry four commercial astronauts, led by retired NASA commander Peggy Whitson, aboard a Dragon spacecraft to the ISS for an approximately 14-day stay. Whitson will be joined by crewmates from India, Poland, and Hungary.

Another problem, too … While SpaceX engineers worked on resolving the propellant leak on the ground, a leak of another kind in orbit forced officials to order a longer delay to the Ax-4 mission. In a statement Thursday, NASA said it is working with the Russian space agency to understand a “new pressure signature” in the space station’s Russian service module. For several years, ground teams have monitored a slow air leak in the aft part of the service module, and NASA officials have identified it as a safety risk. NASA’s statement on the matter was vague, only saying that cosmonauts on the station recently inspected the module’s interior surfaces and sealed additional “areas of interest.” The segment is now holding pressure, according to NASA. (submitted by EllPeaTea)

SpaceX tries something new with Falcon 9. With nearly 500 launches under its belt, SpaceX’s Falcon 9 rocket isn’t often up to new tricks. But the company tried something new following a launch June 7 with a radio broadcasting satellite for SiriusXM. The Falcon 9’s upper stage placed the SXM-10 satellite into an elongated, high-altitude transfer orbit, as is typical for payloads destined to operate in geosynchronous orbit more than 22,000 miles (nearly 36,000 kilometers) over the equator. When a rocket releases a satellite in this type of high-energy orbit, the upper stage has usually burned almost all of its propellant, leaving little fuel left over to steer itself back into Earth’s atmosphere for a destructive reentry. This means these upper stages often remain in space for decades, becoming a piece of space junk transiting across the orbits of many other satellites.

Now, a solution … SpaceX usually deorbits rockets after they deploy payloads like Starlink satellites into low-Earth orbit, but deorbiting a rocket from a much higher geosynchronous transfer orbit is a different matter. “Last week, SpaceX successfully completed a controlled deorbit of the SiriusXM-10 upper stage after GTO payload deployment,” wrote Jon Edwards, SpaceX’s vice president of Falcon and Dragon programs. “While we routinely do controlled deorbits for LEO stages (e.g., Starlink), deorbiting from GTO is extremely difficult due to the high energy needed to alter the orbit, making this a rare and remarkable first for us. This was only made possible due to the hard work and brilliance of the Falcon GNC (guidance, navigation, and control) team and exemplifies SpaceX’s commitment to leading in both space exploration and public safety.”

New Glenn gets a tentative launch date. Five months have passed since Blue Origin’s New Glenn rocket made its mostly successful debut in January. At one point the company targeted “late spring” for the second launch of the rocket. However, on Monday, Blue Origin’s CEO, Dave Limp, acknowledged on social media that the rocket’s next flight will now no longer take place until at least August 15, Ars reports. Although he did not say so, this may well be the only other New Glenn launch this year. The mission, with an undesignated payload, will be named “Never Tell Me the Odds,” due to the attempt to land the booster. “One of our key mission objectives will be to land and recover the booster,” Limp wrote. “This will take a little bit of luck and a lot of excellent execution. We’re on track to produce eight GS2s [second stages] this year, and the one we’ll fly on this second mission was hot-fired in April.”

Falling shortBefore 2025 began, Limp set expectations alongside Blue Origin founder Jeff Bezos: New Glenn would launch eight times this year. That’s not going to happen. It’s common for launch companies to take a while ramping up the flight rate for a new rocket, but Bezos told Ars in January that his priority for Blue Origin this year was to hit a higher cadence with New Glenn. Elon Musk’s rift with President Donald Trump could open a pathway for Blue Origin to capture more government business if the New Glenn rocket is able to establish a reliable track record. Meanwhile, Limp told Blue Origin employees last month that Jarrett Jones, the manager running the New Glenn program, is taking a sabbatical. Although it appears Jones’ leave may have been planned, the timing is curious.

Making way for Starship at Cape Canaveral. The US Air Force is moving closer to authorizing SpaceX to move into one of the largest launch pads at Cape Canaveral Space Force Station in Florida, with plans to use the facility for up to 76 launches of the company’s Starship rocket each year, Ars reports. A draft Environmental Impact Statement (EIS) released by the Department of the Air Force, which includes the Space Force, found SpaceX’s planned use of Space Launch Complex 37 (SLC-37) at Cape Canaveral would have no significant negative impacts on local environmental, historical, social, and cultural interests. The Air Force also found SpaceX’s plans at SLC-37 will have no significant impact on the company’s competitors in the launch industry.

Bringing the rumble … SLC-37 was the previous home to United Launch Alliance’s Delta IV rocket, which last flew from the site in April 2024, a couple of months after the military announced SpaceX was interested in using the launch pad. While it doesn’t have a lease for full use of the launch site, SpaceX has secured a “right of limited entry” from the Space Force to begin preparatory work. This included the explosive demolition of the launch pad’s Delta IV-era service towers and lightning masts Thursday, clearing the way for eventual construction of two Starship launch towers inside the perimeter of SLC-37. The new Starship launch towers at SLC-37 will join other properties in SpaceX’s Starship empire, including nearby Launch Complex 39A at NASA’s Kennedy Space Center, and SpaceX’s privately owned facility at Starbase, Texas.

Preps continue for Starship Flight 10. Meanwhile, at Starbase, SpaceX is moving forward with preparations for the next Starship test flight, which could happen as soon as next month following three consecutive flights that fell short of expectations. This next launch will be the 10th full-scale test flight of Starship. Last Friday, June 6, SpaceX test-fired the massive Super Heavy booster designated to launch on Flight 10. All 33 of its Raptor engines ignited on the launch pad in South Texas. This is a new Super Heavy booster. On Flight 9 last month, SpaceX flew a reused Super Heavy booster that launched and was recovered on a flight in January.

FAA signs off on SpaceX investigation … The Federal Aviation Administration said Thursday it has closed the investigation into Starship Flight 8 in March, which spun out of control minutes after liftoff, showering debris along a corridor of ocean near the Bahamas and the Turks and Caicos Islands. “The FAA oversaw and accepted the findings of the SpaceX-led investigation,” an agency spokesperson said. “The final mishap report cites the probable root cause for the loss of the Starship vehicle as a hardware failure in one of the Raptor engines that resulted in inadvertent propellant mixing and ignition. SpaceX identified eight corrective actions to prevent a reoccurrence of the event.” SpaceX implemented the corrective actions prior to Flight 9 last month, when Starship progressed further into its mission before starting to tumble in space. It eventually reentered the atmosphere over the Indian Ocean. The FAA has mandated a fresh investigation into Flight 9, and that inquiry remains open.

Next three launches

June 13: Falcon 9 | Starlink 12-26 | Cape Canaveral Space Force Station, Florida | 15: 21 UTC

June 14: Long March 2D | Unknown Payload | Jiuquan Satellite Launch Center, China | 07: 55 UTC

June 16: Atlas V | Project Kuiper KA-02| Cape Canaveral Space Force Station, Florida | 17: 25 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: New delay for Europe’s reusable rocket; SpaceX moves in at SLC-37 Read More »

isaacman’s-bold-plan-for-nasa:-nuclear-ships,-seven-crew-dragons,-accelerated-artemis

Isaacman’s bold plan for NASA: Nuclear ships, seven-crew Dragons, accelerated Artemis


Needs a Super Administrator

“I was very disappointed, especially because it was so close to confirmation.”

Jared Isaacman speaks at the Spacepower Conference in Orlando, Florida. Credit: John Kraus

Nearly two weeks have passed since Jared Isaacman received a fateful, brief phone call from two officials in President Trump’s Office of Personnel Management. In those few seconds, the trajectory of his life over the next three and a half years changed dramatically.

The president, the callers said, wanted to go in a different direction for NASA’s administrator. At the time, Isaacman was within days of a final vote on the floor of the US Senate and assured of bipartisan support. He had run the gauntlet of six months of vetting, interviews, and a committee hearing. He expected to be sworn in within a week. And then, it was all gone.

“I was very disappointed, especially because it was so close to confirmation and I think we had a good plan to implement,” Isaacman told Ars on Wednesday.

Isaacman’s nomination was pulled for political reasons. As SpaceX founder and one-time President Trump confidant Elon Musk made his exit from the White House, key officials who felt trampled on by Musk took their revenge. They knifed a political appointment, Isaacman, who shared Musk’s passion for extending humanity’s reach to Mars. The dismissal was part of a chain of events that ultimately led to a break in the relationship between Trump and Musk, igniting a war of words.

When I spoke with Isaacman this week, I didn’t want to rehash the political melee. I preferred to talk about his plan. After all, he had six months to look under the hood of NASA, identify the problems that were holding the space agency back, and release its potential in this new era of spaceflight.

A man with a plan

“It shouldn’t be a surprise, the organizational structure is very heavy with management and leadership,” Isaacman said. “Lots of senior leadership with long meetings, who have their deputies, who have their chiefs of staff, who have deputy chiefs of staff and associate deputies. It is not just a NASA problem; across government, there are principal, deputy, assistant-to-the-deputy roles. It makes it very hard to have a culture of ownership and urgent decision-making.”

Isaacman said his plan, a blueprint of more than 100 pages detailing various actions to modernize NASA and make it more efficient, would have started with the bureaucracy. “It was going to be hard to get the big, exciting stuff done without a reorganization, a rebuild, including cultural rebuilding, and an aggressive, hungry, mission-first culture,” he said.

One of his first steps would have been to attempt to accelerate the timeline for the Artemis II mission, which is scheduled to fly four astronauts around the Moon in April 2026. He planned to bring in “strike” teams of engineers to help move Artemis and other programs forward. Isaacman wanted to see the Artemis II vehicle on the pad later this summer, with the goal of launching in December of this year, echoing the historic launch of Apollo 8 in December 1968.

Isaacman also sought to reverse the space agency’s decision to cut utilization of the International Space Station due to budget issues.

“Instead of the current thinking, three crew members every eight months to manage the budget, I wanted to go seven crew members every four months,” he said. “I was even going to pay for one of the missions, if need be, to just get more people up there, more cracks at science, and try and figure out the orbital economy, or else life will be very hard on the commercial LEO destinations.”

As part of this, he would have pushed for certification of SpaceX’s Dragon spacecraft to carry seven astronauts—which was in the vehicle’s baseline design—instead of the current four. This would have allowed NASA to fly more professional astronauts, but also payload specialists like the agency used to do during the Space Shuttle program. Essentially, NASA experts of certain experiments would fly and conduct their own research.

“I wanted to bring back the Payload Specialist program and open it up to the NASA workforce,” he said. “Because things are pretty difficult right now, and I wanted to get people excited and reward the best.”

He also planned to seek goodwill by donating his salary as administrator to Space Camp at the US Space & Rocket Center in Huntsville, Alabama, for scholarships to inspire the next generation of explorers.

Nuclear spaceships

Isaacman’s signature issue was going to be a full-bore push into nuclear electric propulsion, which he views as essential for the sustainable exploration of the Solar System by humans. Nuclear electric propulsion converts heat from a fission reactor to electrical power, like a power plant on Earth, and then uses this energy to produce thrust by accelerating an ionized propellant, such as xenon. Nuclear propulsion requires significantly less fuel than chemical propulsion, and it opens up more launch windows to Mars and other destinations.

“We would have gone right to a 100-kilowatt test vehicle that we would send somewhere inspiring with some great cameras,” he said. “Then we are going right to megawatt class, inside of four years, something you could dock a human-rated spaceship to, or drag a telescope to a Lagrange point and then return, big stuff like that. The goal was to get America underway in space on nuclear power.”

Another key element of this plan is that it would give some of NASA’s field centers, including Marshall Space Flight Center, important work to do after the cancellation of the Space Launch System rocket.

“Pivoting to nuclear spaceships, in my mind, was just the right thing to do for the SLS states, even if it’s not the right locations or the right people. There is a lot of dollars there that those states don’t want to let go of,” he said. “When you speak to those senators, if you give them another kind of bar to grab onto, they can get excited about what comes next. And imagine an SLS-caliber budget going into building, literally, nuclear orbiters that could do all sorts of things. That’s directionally correct, right?”

What direction NASA takes now is unclear, but the loss of Isaacman is acute. The agency’s acting administrator, Janet Petro, is largely taking direction from the White House Office of Management and Budget and has no independence. A confirmed administrator is now months away. The lights at the historic space agency get a little dimmer each day as a result.

Considering politics

As for what he plans to do now that he suddenly has time on his hands—Isaacman stepped down as chief executive of Shift4, the financial payments company he founded, to become NASA administrator—Isaacman is weighing his options.

“I’m sure a lot of supporters in the space community would love to hear me say that I’m done with politics, but I’m not sure that’s the case,” he said. “I want to serve our country, give back, and make a difference. I don’t know what, but I will find something.”

What his role in politics would be, Isaacman, who has described himself as a moderate, Republican-leaning voter, is unsure. However, he wants to help bridge a nation that is riven by partisan politics. “I think if you don’t have more moderates and better communicators try to pull us closer together, we’re just going to keep moving farther apart,” he said. “And that just doesn’t seem like it’s in any way good for the country.”

Photo of Eric Berger

Eric Berger is the senior space editor at Ars Technica, covering everything from astronomy to private space to NASA policy, and author of two books: Liftoff, about the rise of SpaceX; and Reentry, on the development of the Falcon 9 rocket and Dragon. A certified meteorologist, Eric lives in Houston.

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5-things-in-trump’s-budget-that-won’t-make-nasa-great-again

5 things in Trump’s budget that won’t make NASA great again

If signed into law as written, the White House’s proposal to slash nearly 25 percent from NASA’s budget would have some dire consequences.

It would cut the agency’s budget from $24.8 billion to $18.8 billion. Adjusted for inflation, this would be the smallest NASA budget since 1961, when the first American launched into space.

The proposed funding plan would halve NASA’s funding for robotic science missions and technology development next year, scale back research on the International Space Station, turn off spacecraft already exploring the Solar System, and cancel NASA’s Space Launch System rocket and Orion spacecraft after two more missions in favor of procuring lower-cost commercial transportation to the Moon and Mars.

The SLS rocket and Orion spacecraft have been targets for proponents of commercial spaceflight for several years. They are single-use, and their costs are exorbitant, with Moon missions on SLS and Orion projected to cost more than $4 billion per flight. That price raises questions about whether these vehicles will ever be able to support a lunar space station or Moon base where astronauts can routinely rotate in and out on long-term expeditions, like researchers do in Antarctica today.

Reusable rockets and spaceships offer a better long-term solution, but they won’t be ready to ferry people to the Moon for a while longer. The Trump administration proposes flying SLS and Orion two more times on NASA’s Artemis II and Artemis III missions, then retiring the vehicles. Artemis II’s rocket is currently being assembled at Kennedy Space Center in Florida for liftoff next year, carrying a crew of four around the far side of the Moon. Artemis III would follow with the first attempt to land humans on the Moon since 1972.

The cuts are far from law

Every part of Trump’s budget proposal for fiscal year 2026 remains tentative. Lawmakers in each house of Congress will write their own budget bills, which must go to the White House for Trump’s signature. A Senate bill released last week includes language that would claw back funding for SLS and Orion to support the Artemis IV and Artemis V missions.

5 things in Trump’s budget that won’t make NASA great again Read More »

she-was-a-disney-star-with-platinum-records,-but-bridgit-mendler-gave-it-up-to-change-the-world

She was a Disney star with platinum records, but Bridgit Mendler gave it up to change the world


“The space industry has a ground bottleneck, and the problem is going to get worse.”

The Northwood Space team is all smiles after the first successful test of “Frankie.” Clockwise, from lower left: Shaurya Luthra, Marvin Shu, Josh Lehtonen, Thomas Row, Dan Meinzer, Griffin Cleverly, Bridgit Mendler. Credit: Shaurya Luthra

The Northwood Space team is all smiles after the first successful test of “Frankie.” Clockwise, from lower left: Shaurya Luthra, Marvin Shu, Josh Lehtonen, Thomas Row, Dan Meinzer, Griffin Cleverly, Bridgit Mendler. Credit: Shaurya Luthra

Bridgit Mendler was not in Hollywood anymore. Instead, she found herself in rural North Dakota, where the stars sparkled overhead rather than on the silver screen. And she was freezing.

When her team tumbled out of their rental cars after midnight, temperatures had already plummeted into the 40s. Howling winds carried their breath away before it could fog the air. So it was with no small sense of urgency that the group scrambled to assemble a jury-rigged antenna to talk to a spacecraft that would soon come whizzing over the horizon. A few hours later, the rosy light of dawn shone on the faces of a typically scrappy space startup: mostly male, mostly disheveled.

Then there was Mendler, the former Disney star and pop music sensation—and she was running the whole show.

Mendler followed an improbable path from the Disney Channel to North Dakota. She was among the brightest adolescent stars born in the early 1990s, along with Ariana Grande, Demi Lovato, and Selena Gomez, who gained fame as teenagers on the Disney Channel and Nickelodeon by enthralling Gen Z. During the first decade of the new millennium, before the rise of Musical.ly and then TikTok, television still dominated the attention of young children. And they were watching the Disney Channel in droves.

Like many of her fellow teenage stars, Mendler parlayed television fame into pop stardom, scoring a handful of platinum records. But in her mid-20s, Mendler left that world behind and threw herself into academia. She attended some of the country’s top universities and married an aerospace engineer. A couple of years ago, the two of them founded a company to address what they believed was a limiting factor in the space economy: transferring data from orbit.

Their company, Northwood Space, employed just six people when it deployed to North Dakota last October. But the team already had real hardware. On the windswept plain, they unpacked and assembled “Frankie,” their cobbled-together, phased-array satellite dish affectionately named after Mary Shelley’s masterpiece Frankenstein.

“We had the truck arrive at two o’clock in the morning,” Mendler said. “Six hours later, we were operational. We started running passes. We were able to transmit to a satellite on our first try.” The team had been up all night by then. “I guess that’s when my Celsius addiction kind of kicked in,” she said.

Guzzling energy drinks isn’t the healthiest activity, but it fits with the high-energy, frenetic rush of building a space startup. To survive without a billionaire’s backing, startups must stay lean and move quickly. And it’s not at all clear that Northwood will survive, as most space startups fail due to a lack of funding, long technology horizons, or regulatory hurdles. So within a year of seriously beginning operations, it’s notable that Northwood was already in the field, testing hardware and finding modest success.

From a technological standpoint, a space mission must usually complete three functions. A spacecraft must launch into orbit. It must deploy its solar panels, begin operations, and collect data. Finally, it must send its data back. If satellite data does not return to Earth in a timely manner, it’s worthless. This process is far more difficult than one might think—and not that many people think about it. “Ground stations,” Mendler acknowledges, are some of the most “unsexy and boring problems” in the space industry.

The 32-year-old Mendler now finds herself exactly where she wants to be. The life she has chosen—leading a startup in gritty El Segundo, California, delving into regulatory minutiae, and freezing in rural North Dakota to tackle “boring” problems—lies a world away from a seemingly glamorous life in the entertainment industry. That’s just fine with her.

“When I was growing up, I always said I wanted to be everything,” she said. “So in a certain sense, maybe I wouldn’t be surprised about where I ended up. But I would certainly be happy.”

Good Luck Charlie

Mendler may have wanted to be everything, but in her early years, what she most wanted to be was an actor. In 2001, when Mendler was eight, her parents moved across the country from Washington, DC, to the Bay Area. Her father designed fuel-efficient automobile engines, and her mother was an architect doing green design. Her mom, working from home, enrolled Mendler in an acting camp to help fill the days.

Mendler caught the bug. Although her parents were supportive of these dreams, they told her she would have to work to make it happen.

“We still had the Yellow Pages at the time, and so my little kid self was just flipping through the Yellow Pages trying to figure out how to get an agent,” she said. “And it was a long journey. Something that people outside of acting maybe don’t realize is that you encounter a shit ton of rejection. And so my introduction to acting was a ton of rejection in the entertainment industry. But I was like, ‘I’m gonna freaking figure this out.’”

After three years, Mendler began to get voice-acting roles in small films and video games. In November, 2006, she appeared on television for the first time in an episode of the soap opera General Hospital. Another three years would pass before she had a real breakthrough, appearing as a recurring character on Wizards of Waverly Place, a Disney Channel show starring Selena Gomez. She played a vampire girlfriend.

Mendler starred as “Teddy” in the Disney Channel show Good Luck Charlie. Here, she’s sharing a moment with her sister, “Charlie.”

Credit: Adam Taylor/Disney Channel via Getty Images

Mendler starred as “Teddy” in the Disney Channel show Good Luck Charlie. Here, she’s sharing a moment with her sister, “Charlie.” Credit: Adam Taylor/Disney Channel via Getty Images

Mendler impressed enough in this role to be offered the lead in a new sitcom on Disney Channel, Good Luck Charlie, playing the older sister to a toddler named Charlie. In this role, Mendler made a video diary for Charlie, offering advice on how to be a successful teenager. The warm-hearted series ran for four years. Episodes regularly averaged more than 5 million viewers.

My two daughters were among them. They were a decade younger than Mendler, who was 18 when the first episodes aired in 2010. I would sometimes watch the show with my girls. Mendler’s character was endearing, and her advice to Charlie, I believe, helped my own younger daughters anticipate their teenage years. A decade and a half later, my kids still look up to her not just for being on television but for everything else she has accomplished.

As her star soared on the Disney Channel, Mendler moved into music. She recorded gold and platinum records, including her biggest hit, “Ready or Not,” in 2012.

Prominent childhood actors have always struggled with the transition to adulthood. Disney stars like Lindsay Lohan and Demi Lovato developed serious substance abuse problems, while others, such as Miley Cyrus and Selena Gomez, abruptly adopted new, much more mature images that contrasted sharply with their characters on children’s TV shows.

Mendler chose a different path.

Making an impact

As a pre-teen, Mendler would lie in bed at night listening to her mom working upstairs in the kitchen. They lived in a small house amid the redwoods north of Sausalito, California. When Mendler awoke some mornings, her mom would still be tapping away at her architectural designs. “That’s kind of how I viewed work,” Mendler said.

One of her favorite books as a kid was Miss Rumphius, about a woman who spread lupine seeds (also known as bluebonnets) along the coast of Maine to make the countryside more beautiful. The picture book offered an empowering message: Every person has a choice about how to make an impact on the world.

This environment shaped Mendler. She saw her mom work all night, saw experimental engines built by her dad scattered around the house, and had conversations around the dinner table about the future and how she could find her place in it. As she aged into adulthood, performing before thousands of people on stage and making TV shows and movies, Mendler felt like she was missing something. In her words, life in Los Angeles felt “anemic.” She had always liked to create things herself, and she wasn’t doing that.

“The niche that I had wedged myself into was not allowing me to have my own voice and perspective,” she said. “I wound up going down a path where I was more the vessel for other people’s creations, and I wondered what it would be like to be a little bit more in charge of my voice than I was in Hollywood.”

So Mendler channeled her inner nerd. She began to bring textbooks on game theory to the set of movies and TV shows. She took a few college courses. When a topic intrigued her, she would email an author or professor or reach out to them on Twitter.

Her interest was turbocharged when she neared her 25th birthday. Throughout the mid-2010s, Mendler continued to act and release music. One day, while filming a movie called Father of the Year in Massachusetts for Netflix, she had a day off. Her uncle took Mendler to visit the famed Media Lab at the Massachusetts Institute of Technology. This research lab brings together grad students, researchers, and entrepreneurs from various disciplines to develop technology—things like socially engaging robots and biologically inspired engineering. It was a vibrant meeting space for brilliant minds who wanted to build a better future.

“I knew right then I needed to go there,” she said. “I needed to find a way.”

But there was a problem. The Media Lab only offered graduate student programs. Mender didn’t have an undergraduate degree. She’d only taken a handful of college courses. Officials at MIT told her that if she could build her own things, they would consider admitting her to the program. So she threw herself into learning how to code, working on starter projects in HTML, JavaScript, CSS, and Python. It worked.

In 2018, Mendler posted on Twitter that she was starting a graduate program at MIT to focus on better understanding social media. “As an entertainer, for years I struggled with social media because I felt like there was a more loving and human way to connect with fans. That is what I’m going to study,” she wrote. “Overall, I just hope that this time can be an adventure, and I have a thousand ideas I want to share with you so please stay tuned!”

That fall she did, in fact, start working on social media. Mendler was fascinated with it—Twitter in particular—and its role as the new public square. But at the Media Lab, there are all manner of interdisciplinary groups. The one right next to Mendler, for example, was focused on space.

Pop startup

In the months before she left Los Angeles for MIT, Mendler’s life changed in an important way. Through friends, she met an aerospace engineer named Griffin Cleverly. Southern California is swarming with aerospace engineers, but it’s perhaps indicative of the different circles between Hollywood and Hawthorne that Cleverly was the first rocket scientist Mendler had ever met.

“The conversations we had were totally different,” she said. “He has so many thoughts about so many things, both in aerospace and other topics.”

They hit it off. Not long after Mendler left for the MIT Lab, Cleverly followed her to Massachusetts, first applying himself to different projects at the lab before taking a job working on satellites for Lockheed Martin. The two married a year later, in 2019.

By the next spring, Mendler was finishing her master’s thesis at MIT on using technology to help resolve conflicts. Then the world shut down due to the COVID-19 pandemic. She and Cleverly suddenly had a lot of time on their hands.

They retreated to a lake house owned by Mendler’s family in rural New Hampshire. The house had been in the family since just after World War II, and the couple decided to experiment with antennas to see what they could do. They would periodically mask up and drive to a Home Depot in nearby Concord for supplies. They built different kinds of antennas, including parabolic and helical designs, to see what they could communicate with far away.

Mendler gave up a successful career in music and acting to earn a master’s degree at MIT.

Mendler gave up a successful career in music and acting to earn a master’s degree at MIT.

As they experimented, Mendler and Cleverly began to think about the changing nature of the space industry. At the time, SpaceX’s Starlink constellation was just coming online to deliver broadband around the world. The company’s Falcon 9 launches were ramping up. Satellites were becoming smaller and cheaper, constellations were proliferating, and companies like K2 were seeking to mass produce.

Mendler and Cleverly believed that the volume of data coming down from space was about to explode—and that existing commercial networks weren’t capable of handling it all.

“The space industry has been on even-keeled growth for a long time,” Cleverly said. “But what happens when you hit that hockey stick across the industry? Launch seemed like it was getting taken care of. Mass manufacturing of satellites appeared to be coming. We saw these trends and were trying to understand how the industry was going to react to them. When we looked at the ground side, it wasn’t clear that anyone really was thinking about the ramifications there.”

As the pandemic waned, the couple resumed more normal lives. Mendler continued her studies at MIT, but she was now thoroughly hooked on space. Her husband excelled at working with technology to communicate with satellites, so Mendler focused on the non-engineering side of the space industry. “With space, so many folks focus on how complicated it is from an engineering perspective, and for good reason, because there are massive engineering problems to solve,” she said. “But these are also really operationally complex problems.”

For example, ground systems that communicate with satellites as they travel around the world operate in different jurisdictions, necessitating contracts and transactions in many countries. Issues with liability, intellectual property, insurance, and regulations abound. So Mendler decided that the next logical step after MIT was to attend law school. Because she lacked an undergraduate degree, most schools wouldn’t admit her. But Harvard University has an exception for exceptional students.

“Harvard was one of the few schools that admitted me,” she said. “I ended up going to law school because I was curious about understanding the operational aspects of working in space.”

These were insanely busy years. In 2022, when she began law school, Mendler was still conducting research at MIT. She soon got an internship at the Federal Communications Commission that gave her a broader view of the space industry from a regulatory standpoint. And in August 2022, she and Cleverly, alongside a software expert from Capella Space named Shaurya Luthra, founded Northwood Space.

So Bridgit Mendler, while studying at MIT and Harvard simultaneously, added a new title to her CV: chief executive officer.

Wizards of Waverly Space

Initially, the founders of Northwood Space did little more than study the market and write a few research papers, assessing the demand for sending data down to Earth, whether there would be customers for a new commercial network to download this data, and if affordable technology solutions could be built for this purpose. After about a year, they were convinced.

“Here’s the vision we ended up with,” Mendler said. “The space industry has a ground bottleneck, and the problem is going to get worse. So let’s build a network that can address that bottleneck and accelerate space capabilities. The best way to go about that was building capacity.”

If you’re like most people, you don’t spend much time pondering how data gets to and from space. To the extent one thinks about Starlink, it’s probably the satellite trains and personal dishes that spring to mind. But SpaceX has also had to build large ground stations around the world, known as gateways, to pipe data into space from the terrestrial Internet. Most companies lack the resources to build global gateways, so they use a shared commercial network. This has drawbacks, though.

Getting data down in a timely manner is not a trivial problem. From the earliest days of NASA through commercial operations today, operators on Earth generally do not maintain continual contact with satellites in space. For spacecraft in a polar orbit, contact might be made several times a day, with a lag in data of perhaps 30 minutes or as high as 90 minutes in some cases.

This is not great. Let’s say you want to use satellite imagery to fight wildfires. Data on the spread of a wildfire can help operators on the ground deploy resources to fight it. But for this information to be useful in real time, it must be downlinked within minutes of its collection. The existing infrastructure incurs delays that make most currently collected data non-actionable for firefighters. So the first problem Northwood wants to solve is persistence, with a network of ground stations around the world that would allow operators to continually connect with their satellites.

After persistence, the next problem faced by satellite operators is constraints on bandwidth. Satellites collect reams of data in orbit and must either process it on board or throw a lot of it away.

Mendler said that within three years, Northwood aims to build a shared network capable of linking to 500 spacecraft at a time. This may not sound like a big deal, but it’s larger than every commercially available shared ground network and the US government’s Satellite Control Network combined. And these tracking centers took decades to build. Each of Northwood’s sites, spread across six continents, is intended to download far more data than can be brought down on commercial networks today, the equivalent of streaming tens of thousands of Blu-ray discs from space concurrently.

“Our job is to figure out how to most efficiently deliver those capabilities,” Mendler said. “We’re asking, how can we reliably deliver a new standard of connectivity to the industry, at a viable price point?”

With these aims in mind, Mendler and Cleverly got serious about their startup in the fall of 2023.

Frankie goes from Hollywood

Over the previous decade, SpaceX had revolutionized the rocket industry, and a second generation of private launch companies was maturing. Some, like Rocket Lab, were succeeding. Others, such as Virgin Orbit, had gone bankrupt. There were important lessons in these ashes for a space startup CEO.

Among the most critical for Mendler was keeping costs low. Virgin Orbit’s payroll had approached 700 people to support a rocket capable of limited revenue. That kind of payroll growth was a ticket to insolvency. She also recognized SpaceX’s relentless push to build things in-house and rapidly prototype hardware through iterative design as key to the company’s success.

By the end of 2023, Mendler was raising the company’s initial funding, a seed round worth $6.3 million. Northwood emerged from “stealth mode” in February 2024 and set about hiring a small team. Early that summer, it began pulling together components to build Frankie, a prototype for the team’s first product—modular phased-array antennas. Northwood put Frankie together in four months.

“Our goal was to build things quickly,” Mendler said. “That’s why the first thing we did after raising our seed round was to build something and put it in the field. We wanted to show people it was real.”

Unlike a parabolic dish antenna—think a DirecTV satellite dish or the large ground-based antennas that Ellie Arroway uses in Contact—phased-array antennas are electrically steerable. Instead of needing to point directly at their target to collect a signal, phased-array antennas produce a beam of radio waves that can “point” in different directions without moving the antenna. The technology is decades old, but its use in commercial applications has been limited because it’s more difficult to work with than parabolic dishes. In theory, however, phased array antennas should let Northwood build more capable ground stations, pulling down vastly more data within a smaller footprint. In business terms, the technology is “scalable.”

But before a technology can scale, it must work.

In late September 2024, the company’s six engineers, a business development director, and Mendler packed Frankie into a truck and sent it rolling off to the Dakotas. They soon followed, flying commercial to Denver and then into Devils Lake Regional Airport. On the first day of October, the party checked into Spirit Lake Casino.

That night, they drove out to a rural site owned by Planet Labs, nearly an hour away, that has a small network station to communicate with its Earth-imaging satellites. This site consisted of two large antennas, a small operations shed for the networking equipment, and a temporary trailer. The truck hauling Frankie arrived at 2 am local time.

The company’s antenna, “Frankie,” arrives early on October 2 and the team begins to unload it.

Credit: Bridgit Mendler

The company’s antenna, “Frankie,” arrives early on October 2 and the team begins to unload it. Credit: Bridgit Mendler

Before sunrise, as the team completed setup, Mendler went into the nearest town, Maddock. The village has one main establishment, Harriman’s Restaurant & Bobcat Bar. The protean facility also serves as an opera house, community library, and meeting place. When Mendler went to the restaurant’s counter and ordered eight breakfast burritos, she attracted notice. But the locals were polite.

Returning to her team, they gathered in the small Planet Labs trailer on the windswept site. There were no lights, so they carried their portable floodlights inside. The space lacked room for chairs, so they huddled around one another in what they affectionately began referring to as the “food closet.” At least it kept them out of the wind.

The team had some success on the first morning, as Frankie communicated with a SkySat flying overhead, a Planet satellite a little larger than a mini refrigerator. First contact came at 7: 34 am, and they had some additional successes throughout the day. But communication remained one-way, from the ground to space. For satellite telemetry, tracking, and command—TT&C in industry parlance—they needed to close the loop. But Frankie could not receive a clear X Band signal from space; it was coming in too weak.

“While we could command the satellite, we could not receive the acknowledgments of the command,” Mendler said.

The best satellite passes were clumped during the overnight hours. So over the next few days, the team napped in their rental cars, waiting to see if Frankie could hear satellites calling home. But as the days ticked by, they had no luck. Time was running out.

Solving their RF problems

As the Northwood engineers troubleshot the problem with low signal power, they realized that with some minor changes, they could probably boost the signal. But this would require reconfiguring and calibrating Frankie.

The team scrambled to make these changes on the afternoon of October 4, before four passes in a row that night starting at 3 am. This was one of their last, best chances to make things work. After implementing the fix, the bedraggled Northwood team ate a muted dinner at their casino hotel before heading back out to the ground station. There, they waited in nervous silence for the first pass of the night.

When the initial satellite passed overhead, the space-to-ground power finally reached the requisite level. But Northwood could not decode the message due to a coaxial cable being plugged into the wrong port.

Then they missed the second pass because an inline amplifier was mistakenly switched off.

The third satellite pass failed due to a misrouted switch in Planet’s radio-frequency equipment.

So they were down to the final pass. But this time, there were no technical snafus. The peak of the signal came in clean and, to the team’s delight, with an even higher signal-to-noise ratio than anticipated. Frankie had done it. High fives and hugs all around. The small team crashed that morning before successfully repeating the process the next day.

After that, it was time to celebrate, Dakota style. The team decamped to Harriman’s, where Mendler’s new friend Jim Walter, the proprietor, served them shots. After a while, he disappeared into the basement and returned with Bobcat Bar T-shirts he wanted them to have as mementos. Later that night, the Northwood team played blackjack at the casino and lost their money at the slot machines.

Yet in the bigger picture, they had gambled and won. Mendler wanted to build fast, to show the world that her company had technical chops. They had thrown Frankie together and rushed headlong into the rough-and-tumble countryside, plugged in the antenna, and waited to see what happened. A lot of bad things could have happened, but instead, the team hit the jackpot.

“We were able to go from the design to actually build and deploy in that four-month time period,” Mendler said. “That resulted in a lot of different customers knocking down our door and helping to shape requirements for this next version of the system that we’re going to be able to start demoing soon. So in half a year, we radically revised our product, and we will begin actually putting them out in the field and operating this year. Time is very much at the forefront of our mind.”

Can ground stations fly high?

The fundamental premise behind Northwood is that a bottleneck constrains the ability to bring down data from space and that a lean, new-space approach can disrupt the existing industry. But is this the case?

“The demand for ground-based connectivity is rising,” said Caleb Henry, director of research at Quilty Space. “And your satellites are only as effective as your gateways.”

This trend is being driven not only by the rise of satellites in general but also by higher-resolution imaging satellites like Planet’s Pelican satellites or BlackSky’s Gen-3 satellites. There has also been a corresponding increase in the volume of data from synthetic aperture radar satellites, Henry said. Recent regulatory filings, such as this one in the United Kingdom, underscore the notion that ongoing data bottlenecks persist. However, Henry said it’s not clear whether this growth in data will be linear or exponential.

The idea of switching from large, single-dish antennas to phased arrays is not new. This is partly because there are questions about how expensive it would be to build large, capable phased-array antennas to talk to satellites hundreds of miles away—and how energy intensive this would be.

Commercial satellite operators currently have a limited number of options for communicating with the ground. A Norwegian company, Kongsberg Satellite Services (or KSAT), has the largest network of ground stations. Other players include Swedish Space Systems, Leaf Space in Italy, Atlas Space Operations in Michigan, and more. Some of these companies have experimented with phased-array antennas, Henry said, but no one has made the technology the backbone of its network.

By far the largest data operator in low-Earth orbit, SpaceX, chose dish-based gateways for its ground stations around the world that talk to Starlink satellites. (The individual user terminals are phased-array antennas, however.)

Like reuse in the launch industry, a switch to phased-array antennas is potentially disruptive. Large dishes can only communicate with a single satellite at a time, whereas phased-array antennas can make multiple connections. This allows an operator to pack much more power into a smaller footprint on the ground. But as with SpaceX and reuse, the existing ground station operators seem to be waiting to see if anyone else can pull it off.

“The industry just has not trusted that the level of destruction phased-array antennas can bring is worth the cost,” Henry said. “Reusability wasn’t trusted, either, because no one could do it affordably and effectively.”

So can Northwood Space do it? One of the very first investors in SpaceX, the Founders Fund, believes so. It participated in the seed round for Northwood and again in a Series A round, valued at $30 million, which closed in April.

When Mendler first approached the fund about 18 months ago, it was an easy decision, said Delian Asparouhov, a partner at the fund.

“We probably only discussed it for about 15 minutes,” Asparouhov said. “Bridgit was perfect for this. I think we met on a Tuesday and had a term sheet signed on a Thursday night. It happened that fast.”

The Founders Fund had been studying the idea for a while. Rocket, satellites, and reentry vehicles get all of the attention, but Asparouhov said there is a huge need for ground systems and that phased-array technology has the ability to unlock a future of abundant data from space. His own company, Varda Space, is only able to communicate with its spacecraft for about 35 minutes every two hours. Varda vehicles conduct autonomous manufacturing in space, and the ability to have continuous data from its vehicles about their health and the work on board would be incredibly helpful.

“Infrastructure is not sexy,” Asparouhov said. “We needed someone who could turn that into a compelling story.”

Mendler, with her novel background, was the person. But she’s not just an eloquent spokesperson for the industry, he said. Building a company is hard, from finding facilities to navigating legal work to staffing up. Mendler appears to be acing these tasks. “Run through the LinkedIn of the team she’s recruited,” he said. “You’ll see that she’s knocked it out of the park.”

Ready or not

At Northwood, Mendler has entered a vastly different world from the entertainment industry or academia. She consults with fast-talking venture capitalists, foreign regulators, lawyers, rocket scientists, and occasionally the odd space journalist. It’s a challenging environment usually occupied by hotshot engineers—often arrogant, hard-charging men.

Mendler stands out in this setting. But her life has always been about thriving in tough environments.

Whatever happens, she has already achieved success in one important way. As an actor and singer, Mendler often felt as though she was dancing to someone else’s tune. No longer. At Northwood, she holds the microphone, but she is also a director and producer. If she fails—and let’s be honest, most new space companies do fail—it will be on her own terms.

Several weeks ago, Mendler was sitting at home, watching the movie Meet the Robinsons with her 6-year-old son. One of the main themes of the animated Disney film is that one should “keep moving forward” in life and that it’s possible to build a future that is optimistic for humanity—say, Star Trek rather than The Terminator or The Matrix.

“It shows you what the future could look like,” Mendler said of the movie. “And it gave me a little sad feeling, because it is so optimistic and beautiful. I think people can get discouraged by a dystopian outlook about what the future can look like. We need to remember we can build something positive.”

She will try to do just that.

Photo of Eric Berger

Eric Berger is the senior space editor at Ars Technica, covering everything from astronomy to private space to NASA policy, and author of two books: Liftoff, about the rise of SpaceX; and Reentry, on the development of the Falcon 9 rocket and Dragon. A certified meteorologist, Eric lives in Houston.

She was a Disney star with platinum records, but Bridgit Mendler gave it up to change the world Read More »

second-new-glenn-launch-slips-toward-fall-as-program-leadership-departs

Second New Glenn launch slips toward fall as program leadership departs

A few weeks ago, the chief executive of Blue Origin, Dave Limp, convened an all-hands meeting for the more than 12,000 employees at the company. Among the most critical items he discussed was the launch rate for the New Glenn rocket and how the company would fall significantly short of its goal for this year.

Before 2025 began, Limp had set expectations alongside Blue Origin founder Jeff Bezos: New Glenn would launch eight times this year.

However, since the rocket’s mostly successful debut in January, five months have passed. At one point the company targeted “late spring” for the second launch of the rocket. However, on Monday, Limp acknowledged on social media that the rocket’s next flight will now no longer take place until at least August 15. Although he did not say so, this may well be the only other New Glenn launch this year.

The mission, with an undesignated payload, will be named “Never Tell Me the Odds,” due to the attempt to land the booster.

“One of our key mission objectives will be to land and recover the booster,” Limp wrote. “This will take a little bit of luck and a lot of excellent execution. We’re on track to produce eight GS2s this year, and the one we’ll fly on this second mission was hot-fired in April.”

A key departure

In this comment, GS2 stands for “Glenn stage 2,” or the second stage of the large rocket. It is telling that Limp commented on the company tracking toward producing eight second stages, which would match the original launch cadence planned for this year. This likely is a fig leaf offered to Bezos, who, two sources said, was rather upset that Blue Origin would not meet (or even approach) its original target of eight launches this year.

One person familiar with the progress on the vehicle told Ars that even a launch date in August is unrealistic—this too may have been set aggressively to appease Bezos—and that September is probably the earliest the rocket is likely to be ready for launch. Blue Origin has not publicly stated what the payload will be, but this second flight is expected to carry the ESCAPADE mission for NASA.

Second New Glenn launch slips toward fall as program leadership departs Read More »

prepping-for-starship,-spacex-is-about-to-demolish-one-of-ula’s-launch-pads

Prepping for Starship, SpaceX is about to demolish one of ULA’s launch pads


SpaceX may soon have up to nine active launch pads. Most competitors have one or two.

A Delta IV Heavy rocket stands inside the mobile service tower at Space Launch Complex-37 in this photo from 2014. SpaceX is set to demolish all of the structures seen here. Credit: United Launch Alliance

The US Air Force is moving closer to authorizing SpaceX to move into one of the largest launch pads at Cape Canaveral Space Force Station in Florida, with plans to use the facility for up to 76 launches of the company’s Starship rocket each year.

A draft Environmental Impact Statement (EIS) released this week by the Department of the Air Force, which includes the Space Force, found SpaceX’s planned use of Space Launch Complex 37 (SLC-37) at Cape Canaveral would have no significant negative impacts on local environmental, historical, social, and cultural interests. The Air Force also found SpaceX’s plans at SLC-37 will have no significant impact on the company’s competitors in the launch industry.

The Defense Department is leading the environmental review and approval process for SpaceX to take over the launch site, which the Space Force previously leased to United Launch Alliance, one of SpaceX’s chief rivals in the US launch industry. ULA launched its final Delta IV Heavy rocket from SLC-37 in April 2024, a couple of months after the military announced SpaceX was interested in using the launch pad.

Ground crews are expected to begin removing Delta IV-era structures at the launch pad this week. Multiple sources told Ars demolition could begin as soon as Thursday.

Emre Kelly, a Space Force spokesperson, deferred questions on the schedule for the demolition to SpaceX, which is overseeing the work. But he said the Delta IV’s mobile gantry, fixed umbilical tower, and both lightning towers will come down. Unlike other large-scale demolitions at Cape Canaveral, SpaceX and the Space Force don’t plan to publicize the event ahead of time.

“Demolition of these items will be conducted in accordance with federal and state laws that govern explosive demolition operations,” Kelly said.

In their place, SpaceX plans to build two 600-foot-tall (180-meter) Starship launch integration towers within the 230-acre confines of SLC-37.

Tied at the hip

The Space Force’s willingness to turn over a piece of prime real estate at Cape Canaveral to SpaceX helps illustrate the government’s close relationship with—indeed, reliance on—Elon Musk’s space company. The breakdown of Musk’s relationship with President Donald Trump has, so far, only spawned a war of words between the two billionaires.

But Trump has threatened to terminate Musk’s contracts with the federal government and warned of “serious consequences” for Musk if he donates money to Democratic political candidates. Musk said he would begin decommissioning SpaceX’s Dragon spacecraft, the sole US vehicle ferrying astronauts to and from orbit, before backing off the threat last week.

NASA and the Space Force need SpaceX’s Dragon spacecraft and its Falcon 9 and Falcon Heavy rockets to maintain the International Space Station and launch the nation’s most critical military satellites. The super heavy-lift capabilities Starship will bring to the government could enable a range of new missions, such as global cargo delivery for the military and missions to the Moon and Mars in partnership with NASA.

Fully stacked, the Starship rocket stands more than 400 feet tall. Credit: SpaceX

SpaceX already has a “right of limited entry” to begin preparations to convert SLC-37 into a Starship launch pad. A full lease agreement between the Space Force and SpaceX is expected after the release of the final Environmental Impact Statement.

The environmental approval process began more than a year ago with a notice of intent, followed by studies, evaluations, and scope meetings that fed into the creation of the draft EIS. Now, government officials will host more public meetings and solicit public comments on SpaceX’s plans through late July. Then, sometime this fall, the Department of the Air Force will issue a final EIS and a “record of decision,” according to the project’s official timeline.

A growing footprint

This timeline could allow SpaceX to begin launching Starships from SLC-37 as soon as next year, although the site still requires the demolition of existing structures and construction of new towers, propellant farms, a methane liquefaction plant, water tanks, deluge systems, and other ground support equipment. The construction will likely take more than a year, so perhaps 2027 is a more realistic target.

The company is also studying an option to construct two separate towers for use exclusively as “catch towers” for recovery of Super Heavy boosters and Starship upper stages “if space allows” at SLC-37, according to the draft EIS. According to the Air Force, the initial review process eliminated an option for SpaceX to construct a standalone Starship launch pad on undeveloped property at Cape Canaveral because the site would have a “high potential” for impacting endangered species and is “less ideal” than developing an existing launch pad.

SpaceX’s plan for recovering its reusable Super Heavy and Starship vehicles involves catching them with articulating arms on a towereither a launch integration structure or a catch-only tower. SpaceX has already demonstrated catching the Super Heavy booster on three test flights at the company’s Starbase launch site in South Texas. An attempt to catch a Starship vehicle returning from low-Earth orbit might happen later this year, assuming SpaceX can correct the technical problems that have stalled the rocket’s advancement in recent months.

Construction crews are outfitting a second Starship launch tower at Starbase, called Pad B, that may also come online before the end of this year. A few miles north of SLC-37, SpaceX has built another Starship tower at Launch Complex 39A, a historic site on NASA property at Kennedy Space Center. Significant work remains ahead at LC-39A to install a new launch mount, finish digging a flame trench, and install all the tanks and plumbing necessary to store and load super-cold propellants into the rocket. The most recent official schedule from SpaceX suggests a first Starship launch from LC-39A could happen before the end of the year, but it’s probably a year or more away.

The Air Force’s draft Environmental Impact Statement includes this map showing SpaceX’s site plan for SLC-37. Credit: Department of the Air Force

Similar to the approach SpaceX is taking at SLC-37, a document released last year indicates the Starship team plans to construct a separate catch tower near the Starship launch tower at LC-39A. If built, these catch towers could simplify Starship operations as the flight rate ramps up, allowing SpaceX to catch a returning rocket at one location while stacking Starships for launch with the chopstick arms on nearby integration towers.

With SpaceX’s growing footprint in Texas and Florida, the company has built, is building, or revealed plans to build at least five Starship launch towers. This number is likely to grow in the coming years as Musk aims to eventually launch and land multiple Starships per day. This will be a gradual ramp-up as SpaceX works through Starship design issues, grows factory capacity, and brings new launch pads online.

Last month, the Federal Aviation Administration—which oversees environmental reviews for launch sites that aren’t on military propertyapproved SpaceX’s request to launch Starships as many as 25 times per year from Starbase, Texas. The previous limit was five, but the number will likely go up from here. Coming into 2025, SpaceX sought to launch as many as 25 Starships this year, but failures on three of the rockets’ most recent test flights have slowed development, and this goal is no longer achievable.

That’s a lot of launches

Meanwhile, in Florida, the FAA’s environmental review for LC-39A is assessing the impact of launching Starships up to 44 times per year from Kennedy Space Center. At nearby Cape Canaveral Space Force Station, the Air Force is evaluating SpaceX’s proposal for up to 76 Starship flights per year from SLC-37. The scope of each review also includes environmental assessments for Super Heavy and Starship landings within the perimeters of each launch complex.

While the draft EIS for SLC-37 is now public, the FAA hasn’t yet released a similar document for SpaceX’s planned expansion and Starship launch operations at LC-39A, also home to a launch pad used for Falcon 9 and Falcon Heavy flights.

SpaceX will continue launching its workhorse Falcon 9 and Falcon Heavy rockets as Starship launch pads heat up with more test flights. Within a few years, SpaceX could have as many as nine active launch pads spread across three states. The company’s most optimistic vision for Starship would require many more, potentially including offshore launch and landing sites.

At Vandenberg Space Force Base in California, SpaceX has leased the former West Coast launch pad for United Launch Alliance’s Delta IV rocket. SpaceX will prepare this launch pad, known as SLC-6, for Falcon 9 and Falcon Heavy launches starting as soon as next year, augmenting the capacity of the company’s existing Vandenberg launch pad, which is only configured for Falcon 9s. Like the demolition at SLC-37 in Florida, the work to prepare SLC-6 will include the razing of unnecessary towers and structures left over from the Delta IV (and the Space Shuttle) program.

SpaceX has not yet announced any plans to launch Starships from the California spaceport.

SpaceX launches Falcon 9 rockets from Pad 39A at NASA’s Kennedy Space Center and from Pad 40 at Cape Canaveral Space Force Station. The company plans to develop Starship launch infrastructure at Pad 39A and Pad 37. United Launch Alliance flies Vulcan and Atlas V rockets from Pad 41, and Blue Origin has based its New Glenn rocket at Pad 36. Credit: NASA (labels by Ars Technica)

The expansion of SpaceX’s launch facilities comes as most of its closest competitors limit themselves to just one or two launch pads. ULA has reduced its footprint from seven launch pads to two as a cost-cutting measure. Blue Origin, Jeff Bezos’ space company, operates a single launch pad at Cape Canaveral, although it has unannounced plans to open a launch facility at Vandenberg. Rocket Lab has three operational launch pads in New Zealand and Virginia for the light-class Electron rocket and will soon have a fourth in for the medium-lift Neutron launcher.

These were the top four companies in Ars’ most recent annual power ranking of US launch providers.

Two of these competitors, ULA and Blue Origin, complained last year that SpaceX’s target of launching as many as 120 Starships per year from Florida’s Space Coast could force them to clear their launch pads for safety reasons. The Space Force is responsible for ensuring all personnel remain outside of danger areas during testing and launch operations.

It could become quite busy at Cape Canaveral. Military officials forecast that launch providers not named SpaceX could fly more than 110 launches per year. The Air Force acknowledged in the draft EIS that SpaceX’s plans for up to 76 launches and 152 landings (76 Starships and 76 Super Heavy boosters) per year at SLC-37 “could result in planning constraints for other range user operations.” This doesn’t take into account the FAA’s pending approval for up to 44 Starship flights per year from LC-39A.

But the report suggests SpaceX’s plans to launch from SLC-37 won’t require the evacuation of ULA and Blue Origin’s launch pads. While the report doesn’t mention the specific impact of Starship launches on ULA and Blue Origin, the Air Force wrote that work could continue on SpaceX’s own Falcon 9 launch pad at SLC-40 during a Starship launch at SLC-37. Because SLC-40 is closer to SLC-37 than ULA and Blue Origin’s pads, this finding seems to imply workers could remain at those launch sites.

The Air Force’s environmental report also doesn’t mention possible impacts of Starship launches from NASA property on nearby workers. It also doesn’t include any discussion of how Starship launches from SLC-37 might affect workers’ access to other facilities, such as offices and hangars, closer to the launch pad.

The bottom line of this section of the Air Force’s environmental report concluded that Starship flights from SLC-37 “should have no significant impact” on “ongoing and future activities” at the spaceport.

Shipping Starships

While SpaceX builds out its Starship launch pads on the Florida coast, the company is also constructing a Starship integration building a few miles away at Kennedy Space Center. This structure, called Gigabay, will be located next to an existing SpaceX building used for Falcon 9 processing and launch control.

The sprawling Gigabay will stand 380 feet tall and provide approximately 46.5 million cubic feet of interior processing space with 815,000 square feet of workspace, according to SpaceX. The company says this building should be operational by the end of 2026. SpaceX is also planning a co-located Starship manufacturing facility, similar to the Starfactory building recently completed at Starbase, Texas.

Until this factory is up and running, SpaceX plans to transport Starships and Super Heavy boosters horizontally via barges from South Texas to Cape Canaveral.

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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.

Prepping for Starship, SpaceX is about to demolish one of ULA’s launch pads Read More »

a-long-shot-plan-to-mine-the-moon-comes-a-little-closer-to-reality

A long-shot plan to mine the Moon comes a little closer to reality

The road ahead

Meyerson said the company’s current plan is to fly a prospecting mission in 2027, a payload of less than 100-kg, likely on a commercial lander that is part of NASA’s Commercial Lunar Payload Services program. Two years later the company seeks to fly a pilot plant. Meyerson said the size of this plant will depend on the launch capability available (i.e. if Starship is flying to the Moon, they’ll go big, and smaller if not).

Following this, Interlune is targeting 2032 for the launch of a solar-powered operating plant, which would include five mobile harvesters. The operation would also be able to return material mined to Earth. The total mass for this equipment would be about 40 metric tons, which could fly on a single Starship or two New Glenn Mk 2 landers. This would, understandably, be highly ambitious and capital-intensive. After raising $15 million last year, Meyerson said Interlune is planning a second fundraising round that should begin soon.

There are some outside factors that may be beneficial for Interlune. One is that China has a clear and demonstrated interest in sending humans to the Moon and has already sent rovers to explore for helium-3 resources. Moreover, with the exit of Jared Isaacman as a nominee to lead NASA, the Trump administration is likely to put someone in the position who is more focused on lunar activities. One candidate, a retired Air Force General named Steve Kwast, is a huge proponent of mining helium-3.

Interlune has a compelling story in that there are almost no other lunar businesses focused on purely commercial activities, those that will drive value from mining the lunar surface. In that sense, they could be a lynchpin of a lunar economy. But they’ve got a long way to go, and a lot of lunar regolith to plow through, before they start delivering for customers.

A long-shot plan to mine the Moon comes a little closer to reality Read More »