NASA’s Hubble Finds More Black Holes than Expected in the Early Universe

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NASA’s Hubble Finds More Black Holes than Expected in the Early Universe

With the help of NASA’s Hubble Space Telescope, an international team of researchers led by scientists in the Department of Astronomy at Stockholm University has found more black holes in the early universe than has previously been reported. The new result can help scientists understand how supermassive black holes were created.

Currently, scientists do not have a complete picture of how the first black holes formed not long after the big bang. It is known that supermassive black holes, that can weigh more than a billion suns, exist at the center of several galaxies less than a billion years after the big bang.

“Many of these objects seem to be more massive than we originally thought they could be at such early times — either they formed very massive or they grew extremely quickly,” said Alice Young, a PhD student from Stockholm University and co-author of the study  published in The Astrophysical Journal Letters.

Black holes play an important role in the lifecycle of all galaxies, but there are major uncertainties in our understanding of how galaxies evolve. In order to gain a complete picture of the link between galaxy and black hole evolution, the researchers used Hubble to survey how many black holes exist among a population of faint galaxies when the universe was just a few percent of its current age.

Initial observations of the survey region were re-photographed by Hubble after several years. This allowed the team to measure variations in the brightness of galaxies. These variations are a telltale sign of black holes. The team identified more black holes than previously found by other methods.

The new observational results suggest that some black holes likely formed by the collapse of massive, pristine stars during the first billion years of cosmic time. These types of stars can only exist at very early times in the universe, because later-generation stars are polluted by the remnants of stars that have already lived and died. Other alternatives for black hole formation include collapsing gas clouds, mergers of stars in massive clusters, and “primordial” black holes that formed (by physically speculative mechanisms) in the first few seconds after the big bang. With this new information about black hole formation, more accurate models of galaxy formation can be constructed.

“The formation mechanism of early black holes is an important part of the puzzle of galaxy evolution,” said Matthew Hayes from the Department of Astronomy at Stockholm University and lead author of the study. “Together with models for how black holes grow, galaxy evolution calculations can now be placed on a more physically motivated footing, with an accurate scheme for how black holes came into existence from collapsing massive stars.”

Astronomers are also making observations with NASA’s James Webb Space Telescope to search for galactic black holes that formed soon after the big bang, to understand how massive they were and where they were located.

The Hubble Space Telescope has been operating for over three decades and continues to make ground-breaking discoveries that shape our fundamental understanding of the universe. Hubble is a project of international cooperation between NASA and ESA (European Space Agency). NASA’s Goddard Space Flight Center in Greenbelt, Maryland, manages the telescope and mission operations. Lockheed Martin Space, based in Denver, Colorado, also supports mission operations at Goddard. The Space Telescope Science Institute in Baltimore, Maryland, which is operated by the Association of Universities for Research in Astronomy, conducts Hubble science operations for NASA.

Media Contact:

Claire Andreoli
NASA’s Goddard Space Flight Center, Greenbelt, MD
claire.andreoli@nasa.gov

Ray Villard
Space Telescope Science Institute, Baltimore, MD

Science Contact:

Matthew Hayes
Stockholm University, Stockholm, Sweden

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Innovative Instrument Reveals Hidden Features Deep Inside the Van Allen Radiation Belts

A new instrument is using advanced detection techniques and leveraging an orbit with specific characteristics to increase our understanding of the Van Allen belts—regions surrounding Earth that contain energetic particles that can endanger both robotic and human space missions. Recently, the instrument provided a unique view of changes to this region that were brought on by an intense magnetic storm in May 2024.

The discovery of the Van Allen radiation belts by the U.S. Explorer 1 mission in 1958 marked a prominent milestone in space physics and demonstrated that Earth’s magnetosphere efficiently accelerates and traps energetic particles. The inner belt contains protons in the MeV (million electric volt) to GeV (10⁹ electric volt) range, and even higher concentrations of energetic electrons of 100s of keV (1000 electric volt) to MeV are found in both the inner belt and the outer belt.

The energetic electrons in these belts—also referred to as “killer electrons”—can have detrimental effects on spacecraft subsystems and are harmful to astronauts performing extravehicular activities. Understanding the source, loss, and varying concentrations of these electrons has been a longstanding research objective. High-energy resolution and clean measurements of these energetic electrons in space are required to further our understanding of their properties and enable more reliable prediction of their intensity.

Overcoming the challenges of measuring relativistic electrons in the inner belt

Measuring energetic electrons cleanly and accurately has been a challenge, especially in the inner belt, where MeV to GeV energy protons also exist. NASA’s Van Allen Probes, which operated from 2012 to 2019 in low inclination, geo-transfer-like orbits, showed that instruments traversing the heart of the inner radiation belt are subject to penetration by the highly energetic protons located in that region. The Relativistic Electron Proton Telescope (REPT) and the Magnetic Electron and Ion Spectrometer (MagEIS) instruments onboard the Van Allen Probes were heavily shielded but were still subject to inner-belt proton contamination.

To attempt to minimize these negative effects, a University of Colorado Boulder team led by Dr. Xinlin Li, designed the Relativistic Electron Proton Telescope integrated little experiment (REPTile)—a simplified and miniaturized version of REPT—to fly onboard the Colorado Student Space Weather Experiment (CSSWE). An effort supported by the National Science Foundation, the 3-Unit CSSWE CubeSat operated in a highly inclined low Earth orbit (LEO) from 2012 to 2014. In this highly inclined orbit, the spacecraft and the instruments it carried were only exposed to the inner-belt protons in the South Atlantic Anomaly (SAA) region where the Earth’s magnetic field is weaker, which greatly reduced the time that protons impacted the measurement of electrons.

REPTile’s success motivated a team, also led by Dr. Xinlin Li, to design REPTile-2—an advanced version of REPTile—to be hosted on the Colorado Inner Radiation Belt Experiment (CIRBE) mission. Like CSSWE, CIRBE operates in a highly inclined low-Earth orbit to ensure the exposure to damaging inner-belt protons is minimized. The team based the REPTile-2 design on REPTile but incorporated two additional technologies—guard rings and Pulse Height Analysis—to enable clean, high-energy-resolution measurements of energetic electrons, especially in the inner belt.

As shown on the left in Figure 3, the field of view (FOV) of REPTile-2 is 51^o. Electrons and protons enter the FOV and are measured when they reach a stack of silicon detectors where they deposit their energies. However, very energetic protons (energy greater than 60 MeV) could penetrate through the instrument’s tungsten and aluminum shielding and masquerade as valid particles, thus contaminating the intended measurements. To mitigate this contamination, the team designed guard rings that surround each detector. These guard rings are electronically separated from the inner active area of each detector and are connected by a separate electric channel. When the guard rings are triggered (i.e., hit by particles coming outside of the FOV), the coincident measurements are considered invalid and are discarded. This anti-coincidence technique enables cleaner measurements of particles coming through the FOV.

To achieve high energy resolution, the team also applied full Pulse Height Analysis (PHA) on REPTile-2. In PHA, the magnitude of measured charge in the detector is directly proportional to the energy deposited from the incident electrons. Unlike REPTile, which employed a simpler energy threshold discrimination method yielding three channels for the electrons, REPTile-2 offers enhanced precision with 60 energy channels for electron energies ranging from 0.25 – 6 MeV. The REPT instrument onboard the Van Allen Probes also employed PHA but while REPT worked very well in the outer belt, yielding fine energy resolution, it did not function as well in the inner belt since the instrument was fully exposed to penetrating energetic protons because it did not have the guard rings implemented.

CIRBE and REPTile-2 Results

CIRBE’s launch, secured through the NASA CubeSat Launch Initiative (CSLI), took place aboard SpaceX’s Falcon 9 rocket as part of the Transporter-7 mission on April 15, 2023. REPTile-2, activated on April 19, 2023, has been performing well, delivering valuable data about Earth’s radiation belt electrons. Many features of the energetic electrons in the Van Allen belts have been revealed for the first time, thanks to the high-resolution energy and time measurements REPTile-2 has provided.

Figure 5 shows a sample of CIRBE/REPTile-2 measurements from April 2024, and illustrates the intricate drift echoes or “zebra stripes” of energetic electrons, swirling around Earth in distinct bunches. These observations span a vast range across the inner and outer belts, encompassing a wide spectrum of energies and electron fluxes extending over six orders of magnitude. By leveraging advanced guard rings, Pulse Height Analysis (PHA), and a highly inclined LEO orbit, REPTile-2 is delivering unprecedented observations of radiation belt electrons.

In fact, the team recently announced that measurements from CIRBE/REPTile-2 have revealed a new temporary third radiation belt composed of electrons and sandwiched between the two permanent belts. This belt formed during the magnetic storm in May 2024, which was the largest in two decades. While such temporary belts have been seen after big storms previously, the data from CIRBE/REPTile-2 are providing a new viewpoint with higher energy resolution data than before. Scientists are currently studying the data to better understand the belt and how long it might stick around — which could be many months.

PROJECT LEAD

Dr. Xinlin Li, University of Colorado Laboratory for Atmospheric and Space Physics and Department of Aerospace Engineering Sciences.

SPONSORING ORGANIZATIONS

Heliophysics Flight Opportunities for Research & Technology (H-FORT) program, National Science Foundation

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65 Years Ago: First Powered Flight of the X-15 Hypersonic Rocket Plane 

The X-15 hypersonic rocket-powered aircraft, built by North American Aviation (NAA), greatly expanded our knowledge of flight at speeds exceeding Mach 6 and altitudes above 250,000 feet. A joint project among NASA, the U.S. Air Force, and the U.S. Navy, the X-15’s first powered flight took place on Sept. 17, 1959, at the Flight Research Center, now the Armstrong Flight Research Center, at Edwards Air Force Base (AFB) in California. NAA chief test pilot A. Scott Crossfield piloted this flight and other early test flights before NASA and the Air Force took ownership of the aircraft. Between 1959 and 1968, 12 pilots completed 199 missions and achieved ever higher speeds and altitudes, knowledge and experience that later influenced the development of future programs such as the space shuttle. 

Left: During its October 1958 rollout ceremony at the North American Aviation (NAA) facility in Los Angeles, NAA pilot A. Scott Crossfield poses in front of the X-15-1. Right: Rollout of X-15-2 at the NAA facility in February 1959. 

The origins of the X-15 date to 1952, when the Committee on Aerodynamics of the National Advisory Committee for Aeronautics (NACA) adopted a resolution to expand their research portfolio to study flight at altitudes between 12 and 50 miles and Mach numbers between 4 and 10. The Air Force and Navy agreed and conducted joint feasibility studies at the NACA’s field centers. In 1955, the Air Force selected North American Aviation (NAA), Los Angeles, to build three X-15 hypersonic aircraft.  

On Oct. 1, 1958, the new National Aeronautics and Space Administration (NASA) incorporated the NACA centers and inherited the X-15 project. Two weeks later, on Oct. 15, 1958, the rollout of the first of the three aircraft took place at NAA’s Los Angeles facility where several of the early X-15 pilots, including Crossfield, attended. After the ceremony, workers wrapped the aircraft, placed it on a flatbed truck, and drove it overnight to the High Speed Flight Station, renamed by NASA the Flight Research Center in September 1959, where all the X-15 flights took place. Before this first aircraft took to the skies, NAA rolled out X-15-2 on Feb. 27, 1959. The X-15-3 rounded out the small fleet in early 1960. 

Aerial view of the Flight Research Center, now NASA’s Armstrong Flight Research Center, at Edwards Air Force Base, California, with one of the B-52 carrier aircraft at left and an X-15 at right. Image credit: courtesy JD Barnes Collection. 

Left: Diagram showing the two main profiles used by the X-15, either for altitude or speed. Right: The twin XLR-11 engines, left, and the more powerful XLR-99 engine used to power the X-15. 

Like earlier X-planes, a carrier aircraft, in this case a modified B-52 Stratofortress, released the 34,000-pound X-15 at an altitude of 45,000 feet to conserve its fuel for the research mission. Flights took place within the High Range, a flight corridor extending from Wendover AFB in Utah to the Rogers Dry Lake landing zone adjacent to Edwards AFB, with emergency landing zones along the way. Typical research missions lasted eight to 12 minutes and followed either a high-altitude or a high-speed profile following launch from the B-52 and ignition of the X-15’s rocket engine. After burnout of the engine, the pilot guided the aircraft to an unpowered landing on the lakebed runway. To withstand the high temperatures during hypersonic flight and reentry, the X-15’s outer skin consisted of a then-new nickel-chrome alloy called Inconel-X. Because traditional aerodynamic surfaces used for flight control while in the atmosphere do not work in the near vacuum of space, the X-15 used its Ballistic Control System thrusters for attitude control while flying outside the atmosphere.  NAA substituted eight smaller XLR-11 engines that produced only 16,000 pounds of thrust because of delays in the development of the 57,000-pound thrust XLR-99 rocket engine, built specifically for the X-15, For the first 17 months of test flights, the X-15 remained significantly underpowered. NAA chief pilot Crossfield had the primary responsibility for carrying out the initial test flights of the X-15 before handover of the aircraft to NASA and the Air Force. 

Left: Flight profile of the first unpowered glide test flight of the X-15. Right: A. Scott Crossfield pilots the X-15 during its first unpowered glide test flight in June 1959. 

With Crossfield at the controls of X-15-1, the first captive flight during which the X-15 remained attached to the B-52’s wing, took place on March 10, 1959. Crossfield completed the first unpowered glide flight of X-15-1 on June 8, the flight lasting just five minutes. 

Left: The B-52 carrier aircraft taxis on the runway at Edwards Air Force Base in California, with the X-15 and pilot A. Scott Crossfield ready to perform the first powered flight of the hypersonic research aircraft. Right: The B-52 carries the X-15 and Crossfield to the drop altitude. 

Left: Pilot A. Scott Crossfield is visible in the cockpit of the X-15 shortly before the release from the B-52 carrier aircraft. Image credit: courtesy North American Aviation. Right: The X-15 dumps excess fuel just prior to the drop. 

Left: The X-15 drops from the B-52 carrier aircraft to begin its first powered flight. Middle: The view from the B-52 as the X-15 drops away. Right: Pilot A. Scott Crossfield has ignited all eight of the X-15’s engines to begin the powered flight. 

Left: View taken from a chase plane of the X-15 during its glide to the lakebed following its first powered flight. Middle: Pilot A. Scott Crossfield brings the X-15 to a smooth touchdown on the lakebed runway at Edwards Air Force Base in California. Image credit: courtesy North American Aviation. Right: Crossfield hops out of the cockpit at the conclusion of the X-15’s first successful powered flight. 

On Sept. 17, at the controls of X-15-2, Crossfield completed the first powered flight of an X-15. Firing all eight of the XLR-11 engines for 224 seconds, he reached a speed of Mach 2.11, or 1,393 miles per hour, and an altitude of 52,341 feet. Overcoming a few hardware problems, he brought the aircraft to a successful landing after a flight lasting just over nine minutes and traveling 88 miles. During 12 more flights, Crossfield expanded the aircraft’s flight envelope to Mach 2.97 and 88,116 feet while gathering important data on its flying characteristics. His last three flights used the higher thrust XLR-99 engine, the one designed for the aircraft. Crossfield’s 14^th flight on Dec. 6, 1960, marked the end of the contracted testing program, and North American turned the X-15 over to the Air Force and NASA. 

Standing between the first two aircraft, North American Aviation chief test pilot A. Scott Crossfield, left, symbolically hands over the keys to the X-15 to U.S. Air Force pilot Robert M. White and NASA pilot Neil A. Armstrong at the conclusion of the contracted flight test program. Image credit: courtesy North American Aviation. 

Left: Chief NASA X-15 pilot Joseph “Joe” A. Walker following his altitude record-setting flight in August 1963. Middle left: Air Force pilot William J. “Pete” Knight following his speed record-setting flight in October 1967. Middle right: NASA pilot Neil A. Armstrong stands next to an X-15. Right: Air Force pilot Joe H. Engle following a flight aboard X-15A-2 in December 1965. 

Over nine years, Crossfield and 11 other pilots – five NASA, five U.S. Air Force, and one U.S. Navy – completed a total of 199 flights of the X-15, gathering data on the aerodynamic and thermal performance of the aircraft flying to the edge of space and returning to Earth. The pilots also conducted a series of experiments, taking advantage of the plane’s unique characteristics and flight environment. NASA chief pilot Joseph “Joe” A. Walker flew the first of his 25 flights in March 1960. On his final flight on Aug. 22, 1963, he took X-15-3 to an altitude of 354,200 feet, or 67.1 miles, the highest achieved in the X-15 program, and a record for piloted aircraft that stood until surpassed during the final flight of SpaceShipOne on Oct. 4, 2004.  

On Oct. 3, 1967, Air Force pilot William J. “Pete” Knight flew X-15A-2, with fully fueled external tanks, to an unofficial speed record for a piloted winged vehicle of Mach 6.70, or 4,520 miles per hour. The mark stood until surpassed during the reentry of space shuttle Columbia on April 14, 1981. NASA pilot Neil A. Armstrong and Air Force pilot Joe H. Engle flew the X-15 before joining NASA’s astronaut corps. Armstrong took to the skies seven times in the X-15 prior to becoming an astronaut, where he flew the Gemini VIII mission in 1966 and took humanity’s first steps on the Moon in July 1969. Engle has the unique distinction as the only person to have flown both the X-15 (16 times) and the space shuttle (twice in the atmosphere and twice in space). Of the first powered X-15 flight, Engle said, it “was a real milestone in a program that we still benefit from today.” 

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NASA, GE Aerospace Advancing Hybrid-Electric Airliners with HyTEC

Hybrid-electric cars have been a staple of the road for many years now.

Soon that same idea of a part-electric-, part-gas-powered engine may find its way into the skies propelling a future jet airliner.

NASA is working in tandem with industry partner GE Aerospace on designing and building just such an engine, one that burns much less fuel by including new components to help electrically power the engine.

In this hybrid jet engine, a fuel-burning core powers the engine and is assisted by electric motors. The motors produce electric power, which is fed back into the engine itself—therefore reducing how much fuel is needed to power the engine in the first place.

It really opens the door for more sustainable aviation even beyond the 2030s.

Anthony nerone

NASA Project Manager

High Tech Hybrid-Electric

The work is happening as part of NASA’s Hybrid Thermally Efficient Core (HyTEC) project. This work intends to demonstrate this engine concept by the end of 2028 to enable its use on airliners as soon as the 2030s.

It represents a major step forward in jet engine technology.

This jet engine would be the first ever mild hybrid-electric jet engine. A “mild hybrid” engine can be powered partially by electrical machines operating both as motors and generators.

“This will be the first mild hybrid-electric engine and could lead to the first production engine for narrow-body airliners that’s hybrid electric,” said Anthony Nerone, who leads the HyTEC project from NASA’s Glenn Research Center in Cleveland. “It really opens the door for more sustainable aviation even beyond the 2030s.”

The hybrid-electric technology envisioned by NASA and GE Aerospace also could be powered by a new small jet engine core.

A major HyTEC project goal is to design and demonstrate a jet engine that has a smaller core but produces about the same amount of thrust as engines being flown today on single-aisle aircraft.

At the same time, the smaller core technology aims to reduce fuel burn and emissions by an estimated 5 to 10%.

How Does It Work?

A GE Aerospace Passport engine is being modified with hybrid electric components for testing.

“Today’s jet engines are not really hybrid electric,” Nerone said. “They have generators powering things like lights, radios, TV screens, and that kind of stuff. But not anything that can power the engines.”

The challenge is figuring out the best times to use the electric motors.

“Later this year, we are doing some testing with GE Aerospace to research which phases of flight we can get the most fuel savings,” Nerone said.

Embedded electric motor-generators will optimize engine performance by creating a system that can work with or without energy storage like batteries. This could help accelerate the introduction of hybrid-electric technologies for commercial aviation prior to energy storage solutions being fully matured.

“Together with NASA, GE Aerospace is doing critical research and development that could help make hybrid-electric commercial flight possible,” said Arjan Hegeman, general manager of future of flight technologies at GE Aerospace.

The technologies related to HyTEC are among those GE Aerospace is working to mature and advance under CFM International’s Revolutionary Innovation for Sustainable Engines (RISE) program. CFM is a joint venture between GE Aerospace and Safran Aircraft Engines. CFM RISE, which debuted in 2021, encompasses a suite of technologies including advanced engine architectures and hybrid electric systems aimed at being compatible with 100% Sustainable Aviation Fuel.

HyTEC, part of NASA’s Advanced Air Vehicles Program, is a key area of NASA’s Sustainable Flight National Partnership, which is collaborating with government, industry, and academic partners to address the U.S. goal of net-zero greenhouse gas emissions in aviation by the year 2050.

About the Author

John Gould

Aeronautics Research Mission Directorate

John Gould is a member of NASA Aeronautics’ Strategic Communications team at NASA Headquarters in Washington, DC. He is dedicated to public service and NASA’s leading role in scientific exploration. Prior to working for NASA Aeronautics, he was a spaceflight historian and writer, having a lifelong passion for space and aviation.

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