New Aircraft Wing Undergoes Crucial NASA Icing Testing

In the future, aircraft with long, thin wings supported by aerodynamic braces could help airlines save on fuel costs. But those same wings could be susceptible to ice buildup. NASA researchers are currently working to determine if such an issue exists, and how it could be addressed.

In the historic Icing Research Tunnel at NASA’s Glenn Research Center in Cleveland, scientists and engineers are testing a concept for a transonic truss-braced wing. Their goal: to collect important data to inform the design of these potential efficient aircraft of the future.

A transonic truss-braced wing generates less drag in flight compared to today’s aircraft wings, requiring an aircraft to burn less fuel. This revolutionary design could make the wing more prone to ice buildup, so it must undergo a series of rigorous tests to predict its safety and performance. The data the research team has collected so far suggests large sections of the frontmost part of the wing (also known as the leading edge) will require an ice protection system, similar to those found on some commercial aircraft.

NASA Glenn can simulate icing conditions in its Icing Research Tunnel to identify potential challenges for new aircraft designs. These tests provide important information about how ice builds up on wings and can help identify the most critical icing conditions for safety. All commercial aircraft must be approved by the Federal Aviation Administration to operate in all kinds of weather.

This research is part of NASA’s work to mature transonic truss-braced technology by looking at issues including safety and how future aircraft could be integrated into U.S. aviation infrastructure. Boeing is also working with NASA to build, test, and fly the X-66, a full-sized demonstrator aircraft with transonic truss-braced wings. Because the experimental aircraft will not be flown in icy conditions, tests in the Icing Research Tunnel are providing answers to questions about ice buildup.

This work advances NASA’s role in developing ultra-efficient airliner technologies that are economically, operationally, and environmentally sustainable. For about two decades, NASA has invested in research aimed at advancing transonic truss-braced wing technology to the point where private sector aeronautics companies can integrate it into commercial aircraft configurations. NASA invests in this research through initiatives including its Advanced Air Transport Technology project, which investigates specific performance aspects of transonic truss-braced wing concepts, such as icing. The Advanced Air Transport Technology project is part of NASA’s Advanced Air Vehicles Program.

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Kelly M. Matter

NASA’s Lunar Reconnaissance Orbiter Views Blue Ghost on Moon’s Surface

NASA’s LRO (Lunar Reconnaissance Orbiter) imaged Firefly Aerospace’s Blue Ghost Mission 1 lunar lander on the Moon’s surface the afternoon of March 2, not quite 10 hours after the spacecraft landed.

The delivery is part of NASA’s CLPS (Commercial Lunar Payload Services) initiative and Artemis campaign. This is the first CLPS delivery for Firefly, and their first Moon landing.

LRO is managed by NASA’s Goddard Space Flight Center in Greenbelt, Maryland, for the Science Mission Directorate at NASA Headquarters in Washington. Launched on June 18, 2009, LRO has collected a treasure trove of data with its seven powerful instruments, making an invaluable contribution to our knowledge about the Moon. NASA is returning to the Moon with commercial and international partners to expand human presence in space and bring back new knowledge and opportunities.

More on this story from Arizona State University’s LRO Camera website

Media Contact:
Nancy N. Jones
NASA’s Goddard Space Flight Center, Greenbelt, Md.

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Jamie Adkins

NASA’s Lunar Reconnaissance Orbiter Views IM-2 on Moon’s Surface

NASA’s LRO (Lunar Reconnaissance Orbiter) imaged Intuitive Machines’ IM-2 on the Moon’s surface on March 7, just under 24 hours after the spacecraft landed.

Later that day Intuitive Machines called an early end of mission for IM-2, which carried NASA technology demonstrations as part of the agency’s CLPS (Commercial Lunar Payload Services) initiative and Artemis campaign.

The IM-2 mission lander is located closer to the Moon’s South Pole than any previous lunar lander.

LRO is managed by NASA’s Goddard Space Flight Center in Greenbelt, Maryland, for the Science Mission Directorate at NASA Headquarters in Washington. Launched on June 18, 2009, LRO has collected a treasure trove of data with its seven powerful instruments, making an invaluable contribution to our knowledge about the Moon. NASA is returning to the Moon with commercial and international partners to expand human presence in space and bring back new knowledge and opportunities.

More on this story from Arizona State University’s LRO Camera website

Media Contact:
Nancy N. Jones
NASA’s Goddard Space Flight Center, Greenbelt, Md.

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Jamie Adkins

Sols 4488-4490: Progress Through the Ankle-Breaking Terrain (West of Texoli Butte, Climbing Southward)

Written by Lucy Lim, Planetary Scientist at NASA’s Goddard Space Flight Center

Earth planning date: Friday, March 21, 2025

It’s the start of spring here in the Northern Hemisphere on Earth, but in Gale Crater on Mars our rover is still heading into the depths of Martian winter. We’re just a few weeks away from Mars’ aphelion — the time when it’s farthest from the Sun. The Mars-Sun distance varies more significantly than the Earth-Sun distance because of the greater eccentricity of Mars’ orbit, and its effect on the Martian weather is correspondingly more important.

As my colleague mentioned in the previous blog post, the layered sulfate bedrock in this region is broken up into large blocks that often make the driving tough going. The drive in the sol 4486 plan went very well, however, moving Curiosity nearly 35 meters (about 115 feet) southward and upward. Our new workspace is in one of the “light-toned” stripes that can be seen in the orbital imagery and is correspondingly full of light-toned laminated blocks typical of what we’ve seen before in this geologic unit.

For the second plan in a row we were also able to use the rover arm, due to the rover having parked in a stable position — not always a given in this terrain! This enabled us to plan a pair of compositional measurements by the APXS on a bedrock target (“Solstice Canyon”) to assess both the bedrock composition after dust removal and the effect of the ubiquitous dust on the instrument at other locations where the rock cannot be brushed. Our other compositional measurement tool, the LIBS, was also recruited for a co-targeted measurement on Solstice Canyon.

The second LIBS measurement and a MAHLI observation went to the one distinctive, potentially diagenetic, feature visible among all of the light-toned workspace blocks, a small grayish patch that looks like a vein or a coating in the images available at planning (“Black Oak”). The planned observations will give us both the composition and morphology of it in much greater detail.

A long-distance RMI imaging mosaic was planned to investigate some ridges on an as-yet-unnamed butte off to the west. The ridges may be evidence of the same type of diagenetic activity that produced the boxwork structures that are the next major science target for Curiosity. A passive spectral raster was also planned for a potential boxwork region. As we won’t be able to rove to every potential boxwork on Aeolis Mons, longer-distance views such as these can give us a sense of how widespread the boxwork-forming activity may have been.

Mastcam imaging included some follow-up on a hummocky sedimentary feature (“Pino Alto”) and documentation of textures in the nearby local bedrock (“Piedra Blanca”) as well as documentation imagery for the two LIBS targets.

Finally, the modern Martian atmosphere was investigated with measurements by APXS and the ChemCam passive imager to track abundances of argon and oxygen, respectively, as they vary with the Martian seasons. 

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