ECLIPSE – Efficient variable Conductivity Lunar Insulator for Passive Surveyor Environmental control

Austin Phoenix

Virginia Polytechnic Institute & State

A disaggregated lunar infrastructure requires novel thermal management methods to enable future lunar operations. While thermal management solutions exist for large infrastructure, the smaller mobile systems that operate independently require improved temperature regulation devices that can survive without heaters or substantial power requirements, while limiting stress-inducing temperature fluctuations. New material solutions can passively regulate the flow of thermal energy to enable small devices to survive the extremes of the lunar environment without relying on external infrastructure. The Variable Thermal Conductivity Metamaterial (VTCM) outperforms other VTCMs and can be designed to act as an advanced mechanical thermal switch. Variable internal contact is used to regulate the flow of energy to the radiator passively. The design of the metamaterial’s internal geometry, material selection, and the passive shape memory alloy actuation system can achieve an arbitrary thermal conductivity as a function of temperature using internal mechanical contact. The metamaterial concept begins in a low temperature state with no initial contact and a corresponding low conductivity state. As the temperature of the metamaterial increases, partial SMA actuation induces partial contact internal to the metamaterial, resulting in an increase in conductivity. As the temperature continues to increase, the contact area increases until full contact is achieved. This metamaterial enables the design of an arbitrary thermal conductivity as a function of temperature by designing the thermal pathways’ cross-sectional area and length. The proposed work will use the variable thermal conductivity metamaterial, capable of passive thermal control, to enable mobile autonomous surveyors that can perform extended lunar operations while minimizing Size, Weight, Power, and Cost (SWaP-C).

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Loura Hall

Why Maine’s Sandy Shorelines Turn Jagged

The Wabanaki people have a deep well of creation myths explaining the rocky coastlines of the Bay of Fundy, Downeast Maine, and Acadia National Park. Many involve Glooscap—a magical figure said to have floated down the Bay of Fundy in a stone canoe, sculpting coastal features by scraping the vessel across the landscape and scattering enormous boulders during battles with primordial beavers, frogs, moose, whales, and other gigantic animals.

Fewer Indigenous creation myths survive to explain the origins of the sandy and marshy shorelines of southern Maine and the rocky, indented coasts of the state’s Midcoast region. But the sharp contrast between the sandy shoals and beaches south of Portland and the rocky shoreline of promontories, headlands, and narrow peninsulas to the east—visible in the Landsat image above—has long drawn the attention of coastal geologists, whose scientific explanations on its origins abound.

The coastal transition reflects both differences in the underlying bedrock and the distribution of sediment left behind by the last glacial maximum, coastal geologists say. Southern Maine has broad deposits of sand, much of it sourced from rivers. The sandy beaches of Saco Bay, for instance, home to Maine’s longest contiguous beach and the state’s largest saltmarsh, received sediment from the weathering and breakdown of the White Mountains, with material transported to the coast largely by the Saco River, explained Peter Slovinsky, a geologist with the Maine Geological Survey. Waves and tides reworked these soft sediments over time, sculpting them into the arch-shaped embayed beaches and sprawling salt marshes found around Saco Bay and the broader region.

While erosion-resistant granite juts from the sandy shorelines in southern Maine to form rocky headlands, metamorphic bedrock becomes the dominant surface feature east of Portland. There, whole ridges and valleys made of rock layers transformed by exposure to high pressures and temperatures define the landscape. During the last ice age, glaciers scoured and widened many of these coastal valleys, which later flooded as the Laurentide Ice Sheet melted and sea levels rose.

Around Casco Bay, these ridge-and-valley systems, combined with the drowning of the shoreline, produce the jagged, highly indented shoreline and many long, narrow islands seen today. “The tortured folds of these old landscapes also set up a sharp directional preference for erosion to exploit,” said Nicholas Whiteman, also a geologist with the Maine Geological Survey. “This led to the eye-catching difference in the orientation of the islands and necks that dominate Casco Bay compared with those to the northeast.”

The various forms that coastlines take fascinate geologists, but they also carry everyday implications for the economies of Maine’s coastal communities. While tourists flock to the sandy beaches of communities like Saco and Kennebunkport, the state’s iconic lobster fisheries are concentrated in Midcoast Maine. The crustaceans thrive in the cold waters of the region’s many rocky, protected inlets, turning communities such as Harpswell into leaders in lobster landings.  

The state’s oyster farms are also concentrated in this region. Casco Bay and the Damariscotta Estuary, sheltered from winds and waves, offer waters that farmers can easily access without large boats. These waters provide a range of temperatures, salinities, and other characteristics that create numerous microclimates where oysters can grow quickly and take on a variety of tastes, known as merroir, explained Tom Kiffney, a researcher at the University of Maine. Kiffney is part of a team of researchers using Landsat and other satellite observations to predict oyster growth rates and help identify the most promising locations for new oyster farms in Maine based on water temperatures and quality.

NASA Earth Observatory image by Michala Garrison, using Landsat data from the U.S. Geological Survey. Story by Adam Voiland.

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August 31, 2025

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References & Resources

• Kelley, J. (1987) An Inventory of Coastal Environments and Classification of Maine’s Glaciated Shoreline. Glaciated Coasts, 151-176.
• Kiffney, T., et al. (2026) Using dynamic energy budget modeling and high-resolution satellite products to predict eastern oyster growth at a farm scale. Aquaculture, 612(1), 743133.
• Leland, C. (1884) Algonquin Legends of New England: How Glooskap sailed through the great Cavern of Darkness. Accessed July 17, 2026.
• Maine.gov (2026) Maine’s Coastal Marine Geology. Accessed July 17, 2026.
• Maine Geological Survey (2002) Simplified Bedrock Geologic Map of Maine. Accessed July 17, 2026.
• Maine Geological Survey (1999) The Variety of Maine’s Changing Shoreline. Accessed July 17, 2026.
• Merroir (2026) What is Merroir? Accessed July 17, 2026.
• NASA (2026, January 15) NASA Data Helps Maine Oyster Farmers Choose Where to Grow. Accessed July 17, 2026.
• NASA Earth Observatory (2017) Oyster Prospecting With Landsat 8. Accessed July 17, 2026.
• Snyder, J., et al. (2017) Oyster Aquaculture Site Selection Using Landsat 8-Derived Sea Surface Temperature, Turbidity, and Chlorophyll a. Frontiers in Marine Science, 4(190).
• World History Encyclopedia (2025, February 6) Glooscap Tales. Accessed July 17, 2026.

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NASA Sets Briefings for SpaceX Crew-13 Mission to Space Station

NASA and its partners will discuss the upcoming crew rotation mission to the International Space Station during a pair of news conferences on Monday, Aug. 3, from the agency’s Johnson Space Center in Houston.

Mission leadership will provide an overview of NASA’s SpaceX Crew‑13 mission at 12 p.m. EDT. Next, crew members will discuss their training and mission preparations at 2 p.m. This is Crew-13’s final media availability prior to traveling to the agency’s Kennedy Space Center in Florida for launch.

NASA will stream these events live. Learn where to watch online:

https://www.nasa.gov/live

The Crew-13 mission will carry NASA astronauts Jessica Watkins and Luke Delaney, CSA (Canadian Space Agency) astronaut Joshua Kutryk, and Roscosmos cosmonaut Sergey Teteryatnikov to the orbiting laboratory. The crew will launch aboard a SpaceX Dragon spacecraft on the company’s Falcon 9 rocket from Space Launch Complex 40 at Cape Canaveral Space Force Station in Florida no earlier than mid-September.

International media attending in person must email the NASA Johnson newsroom at jsccommu@mail.nasa.gov by 5 p.m., Tuesday, July 21. United States-based media attending in person must respond by 5 p.m., Thursday, July 30. Media joining virtually must respond by 10 a.m. the day of the event. NASA’s media accreditation policy is available online.

Briefing participants are as follows (all times Eastern and subject to change based on real-time operations):

12 p.m.: Mission Overview News Conference

• Joel Montalbano, deputy associate administrator, Human Spaceflight Mission Directorate, NASA Headquarters
• Dana Weigel, manager, Low Earth Orbit Program, NASA Johnson
• Mathieu Caron, director, Astronauts, Life Sciences, and Space Medicine, CSA
• Julianna Scheiman, director, NASA Science and Dragon Programs, SpaceX

2 p.m.: Crew-13 News Conference

• Jessica Watkins, commander, NASA
• Luke Delaney, pilot, NASA
• Joshua Kutryk, mission specialist, CSA
• Sergey Teteryatnikov, mission specialist, Roscosmos

Following the news conference, crew members will be available for limited media interviews. All interview requests must be submitted by 5 p.m. on July 30, to the NASA Johnson newsroom at: jsccommu@mail.nasa.gov.

This will be the second flight to the space station for Watkins, who was selected as a NASA astronaut in 2017. Watkins grew up in Lafayette, Colorado, and earned an undergraduate degree in geological and environmental sciences from Stanford University, as well as a doctorate in geology from the University of California, Los Angeles. As a geologist, she studied the Martian surface and was a member of the Curiosity rover science team at NASA’s Jet Propulsion Laboratory in Southern California. Watkins first launched to the space station as a crew member aboard NASA’s SpaceX Crew-4 mission, spending a total of 170 days in space across space station Expeditions 67/68 in 2022. She will be the first NASA astronaut to launch aboard a SpaceX Dragon spacecraft twice.

Selected as a NASA astronaut in 2021, Delaney earned a bachelor’s degree in mechanical engineering at the University of North Florida and a master’s degree in aerospace engineering at the Naval Postgraduate School. The Florida native is a distinguished naval aviator who participated in exercises throughout the Asia Pacific region and conducted missions in support of Operation Enduring Freedom. As a test pilot, Delaney evaluated developmental aircraft systems and served as a test pilot instructor. He also worked as a research pilot at NASA’s Langley Research Center in Hampton, Virginia, where he supported airborne science missions. This is the first spaceflight for Delaney.

The Crew-13 mission also is the first spaceflight for Kutryk. Prior to his selection as a CSA astronaut in 2017, he served as a CF-18 fighter pilot, flying missions in support of Canada’s NATO, U.N., and North American Aerospace Defense Command commitments. A native of Fort Saskatchewan, Alberta, Kutryk also worked as an experimental and operational test pilot at the Aerospace Engineering Test Establishment in Cold Lake, Alberta. Kutryk received a bachelor’s degree in mechanical engineering from the Royal Military College of Canada in Kingston, Ontario, and he is a distinguished graduate of the United States Air Force Test Pilot school in Edwards, California. He has master’s degrees in space studies, flight test engineering, and defense studies.

This mission will be Teteryatnikov’s first trip to the orbiting laboratory. He graduated from the Naval Academy, St. Petersburg, Russia, in 2011 as an engineer specializing in ship power plant operations. Before his selection as a test cosmonaut, Teteryatnikov served in various naval engineering roles, including undersea vessels and specialized engine room operations. He was selected for the Gagarin Research and Test Cosmonaut Training Center Cosmonaut Corps in 2021 and has served as a test cosmonaut since 2023.

For more information about the mission, visit:

https://www.nasa.gov/mission/nasas-spacex-crew-13

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Joshua Finch / Jimi Russell
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joshua.a.finch@nasa.gov / james.j.russell@nasa.gov

Leah Cheshier / Anna Schneider
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leah.d.cheshier@nasa.gov / anna.c.schneider@nasa.gov

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Jessica Taveau

NASA, GE Aerospace Work Enables Hybrid-Electric Flight Demonstration

An aircraft powered by a megawatt-class hybrid-electric engine developed in collaboration with NASA and built by GE Aerospace, demonstrated flight of an innovation that can inform new generations of fuel-saving aircraft power systems.

Mounted to a Saab 340B aircraft, the engine flew at Farnborough International Air Show in the United Kingdom. It was the public debut of a system that has in recent months made historic test flights, becoming the first hybrid electric-powered aircraft to fly above 30,000 feet.

“This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people,” said Laurie Grindle, director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate at NASA Headquarters in Washington.

The testing leveraged work done through NASA’s former Electrified Powertrain Flight Demonstration project and the agency’s ongoing Subsonic Vehicle Technologies and Tools project – years of collaborative research that included key testing at NASA test facilities. 

The engine integrates electric motors, a gas turbine, and energy storage capabilities. It was designed to demonstrate the capacity to power an aircraft around the size of a regional-class jet, reducing fuel burn and costs without sacrificing performance. The unit’s technology and designs are expected to be used to help develop future hybrid systems that could lower airline operating costs. 

The demonstration flight came after years of rapid development for the technology. For NASA, it also validates work that stretches back to a time when hybrid aviation propulsion seemed almost beyond the horizon of possibility.

This achievement reflects what NASA does best in aeronautics: we explore bold possibilities, validate them through rigorous research and testing, and work with industry to turn breakthrough ideas into technologies that bring real value for the American people.

LAURIE A. GRINDLE

Director of the Aeronautics Division within the agency’s Research and Technology Mission Directorate

“This is the culmination of more than 15 years of work, and we did that because it’s going to have an impact for aircraft that will help reduce energy use and help U.S. companies and the public,” said Ralph Jansen, aerospace engineer at NASA’s Glenn Research Center in Cleveland. “It’s about having a vision that no one believes can happen and then doing the work to define and execute the research and development needed to make it happen.”  

This accomplishment was possible because of the collaborative effort of hundreds of people working on Electrified Powertrain Flight Demonstration and Subsonic Vehicle Technologies and Tools projects across NASA centers, in conjunction with GE Aerospace and its partner companies.

Hybird-Electric Evolves

In recent years, aviation has seen a boom in small aircraft and drones powered by electrical systems drawing from batteries. But large passenger and cargo planes require complex engines capable of supplying massive amounts of power. So more than a decade ago when NASA began contemplating hybrid systems, just the possibility of using electric motors to supplement some energy was a daunting engineering challenge. 

NASA spent about seven years performing preliminary research, working with small businesses and other partners to consider technological obstacles and the potential commercial viability of hybrid systems. During that time, the agency addressed several barriers to implementation including the power, thermal, and battery technology, and the integration of the power system, engine, and aircraft.

Through the agency’s Electrified Powertrain Flight Demonstration award, GE Aerospace and NASA worked with researchers to develop lighter and more efficient power systems and shrink key components – sometimes dramatically. 

NASA and GE Aerospace also leveraged agency facilities and resources to further their research. In 2022, GE Aerospace tested an integrated version of its propulsion system at NASA’s Electric Aircraft Testbed at the agency’s Neil A. Armstrong Test Facility in Sandusky, Ohio. Testing allowed the system to operate in conditions simulating 45,000 feet in altitude, the range in which commercial single-aisle aircraft fly. 

The team added components, including electric motors, power converters, propellers, and a GE Aerospace commercial engine, followed by more ground tests and eventual flight tests. For the researchers who’d spent years on the concept, seeing the engine powering an aircraft in flight was a major step in a long journey.

“I’ve got to say, I was pretty touched seeing it fly. It was just awesome,” Jansen said.  “It’s just like a regular plane, which is probably the best thing of all.”

NASA’s current support for this research is through the Aeronautics Division of its Research and Technology Mission Directorate.

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