NASA’s X-59 quiet supersonic research aircraft took off for its historic first flight on Oct. 28, 2025, at 11:14 a.m. EDT from Lockheed Martin Skunk Works in Palmdale, California. The one-of-a-kind aircraft flew for 67 minutes before landing and taxiing to NASA’s Armstrong Flight Research Center in Edwards, California.

NASA test pilot Nils Larson flew the X-59 up to an altitude of about 12,000 feet and an approximate top speed of 230 mph, precisely as planned. The plane’s landing gear remained down during the entire flight, a common practice for experimental aircraft flying for the first time.

Now that the X-59’s first flight is in the books, the team is focused on preparing for a series of test flights where the aircraft will operate at higher altitudes and supersonic speeds. This test flight phase of NASA’s Quesst mission will ensure the X-59 meets performance and safety expectations.

Through the Quesst mission, NASA aims to usher in a new age of quiet supersonic flight, achieved through the unique design and technology of the X-59 in future supersonic transport aircraft.

Image Credit: NASA/Lori Losey

NASA’s X-59 quiet supersonic research aircraft took off for its historic first flight on Oct. 28 at 11:14 a.m. EDT from Lockheed Martin Skunk Works in Palmdale, California. The one-of-a-kind aircraft flew for 67 minutes before landing and taxiing to NASA’s Armstrong Flight Research Center in Edwards, California.

NASA test pilot Nils Larson flew the X-59 up to an altitude of about 12,000 feet and an approximate top speed of 230 mph, precisely as planned. The plane’s landing gear remained down during the entire flight, a common practice for experimental aircraft flying for the first time.

Now that the X-59’s first flight is in the books, the team is focused on preparing for a series of test flights where the aircraft will operate at higher altitudes and supersonic speeds. This test flight phase of NASA’s Quesst mission will ensure the X-59 meets performance and safety expectations.

Through the Quesst mission, NASA aims to usher in a new age of quiet supersonic flight, achieved through the unique design and technology of the X-59 in future supersonic transport aircraft.

After years of design, development, and testing, NASA’s X-59 quiet supersonic research aircraft took to the skies for the first time Oct. 28, marking a historic moment for the field of aeronautics research and the agency’s Quesst mission.

The X-59, designed to fly at supersonic speeds and reduce the sound of loud sonic booms to quieter sonic thumps, took off at 11:14 a.m. EDT and flew for 67 minutes. The flight represents a major step toward quiet supersonic flight over land.

“Once again, NASA and America are leading the way for the future of flight,” said acting NASA Administrator Sean Duffy. “The X-59 is the first of its kind, and a major breakthrough in America’s push toward commercial air travel that’s both quiet and faster than ever before. Thanks to the X-59 team’s innovation and hard work, we’re revolutionizing air travel. This machine is a prime example of the kind of ingenuity and dedication America produces.”

Following a short taxi from contractor Lockheed Martin’s Skunk Works facility, NASA X-59 test pilot Nils Larson approached U.S. Air Force Plant 42’s runway in Palmdale, California, where he completed final system checks and called the tower for clearance.

Then, with a deep breath, steady hands, and confidence in the labor of the X-59’s team, Larson advanced his throttle, picking up speed and beginning his climb – joining the few who have taken off in an experimental aircraft for the first time.

“All the training, all the planning that you’ve done prepares you,” Larson said. “And there is a time when you realize the weight of the moment. But then the mission takes over. The checklist starts. And it’s almost like you don’t even realize until it’s all over – it’s done.”

The X-59’s first flight went as planned, with the aircraft operating slower than the speed of sound at 230 mph and a maximum altitude of about 12,000 feet, conditions that allowed the team to conduct in-flight system and performance checks. As is typical for an experimental aircraft’s first flight, landing gear was kept down the entire time while the team focused on ensuring the aircraft’s airworthiness and safety.

The aircraft traveled north to Edwards Air Force Base, circled before landing, and taxied to its new home at NASA’s Armstrong Flight Research Center in Edwards, California, officially marking the transition from ground testing to flight operations.

“In this industry, there’s nothing like a first flight,” said Brad Flick, center director of NASA Armstrong. “But there’s no recipe for how to fly an X-plane. You’ve got to figure it out, and adapt, and do the right thing, and make the right decisions.”

Historic flight

The X-59 is the centerpiece of NASA’s Quesst mission and its first flight connects with the agency’s roots of flying bold, experimental aircraft.

 “The X-59 is the first major, piloted X-plane NASA has built and flown in over 20 years – a unique, purpose-built aircraft,” said Bob Pearce, NASA associate administrator for the Aeronautics Research Mission Directorate. “This aircraft represents a validation of what NASA Aeronautics exists to do, which is to envision the future of flight and deliver it in ways that serve U.S. aviation and the public.”

NASA Armstrong has a long history of flying X-planes that pushed the edges of flight. In 1947, the X-1 broke the sound barrier. More than a decade later, the X-15 pushed speed and altitude to new extremes. Starting in the 1960s, the X-24 shaped how we understand re-entry from space, and in the 1980s the X-29 tested forward-swept wings that challenged aerodynamic limits.

Each of those aircraft helped answer a question about aeronautics. The X-59 continues that tradition with a mission focused on sound – reducing loud sonic booms to sonic thumps barely audible on the ground. The X-59 was built for one purpose: to prove that supersonic flight over land can be quiet enough for public acceptance.

Next steps

Getting off the ground was only the beginning for the X-59. The team is now preparing the aircraft for full flight testing, evaluating how it will handle and, eventually, how its design will shape shock waves, which typically result in a sonic boom, in supersonic flight. The X-59 will eventually reach its target cruising speed of about 925 mph (Mach 1.4) at 55,000 feet.

The aircraft’s design sits at the center of that testing, shaping and distributing shock-wave formation. Its engine is mounted on top of the fuselage – the main body of the aircraft – to redirect air flow upward and away from the ground.

The cockpit sits mid-fuselage, with no forward-facing window. Instead, NASA developed an eXternal Vision System – cameras and advanced high-definition displays that allow the pilot to see ahead and below the aircraft, which is particularly critical during landing.

These design choices reflect years of research and modeling – all focused on changing how the quieter sonic thump from a supersonic aircraft will be perceived by people on the ground.

NASA’s goal is to gather community response data to support the development of new standards for acceptable levels of sound from commercial supersonic flight over land. To do this, NASA will fly the X-59 over different U.S. communities, collecting ground measurement data and survey input from residents to better understand people’s perception of the X-59’s sonic thump.

“Most X-planes only live in the restricted airspace here on center,” Flick said. “This one is going to go out and fly around the country.”

When the X-59 lifted off the ground for the first time, it carried a piece of NASA’s history back into the air. And with it, a reminder that advancing aeronautics remains central to NASA’s mission.

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NASA’s Armstrong Flight Research Center in Edwards, California, is building a new subscale aircraft to support increasingly complex flight research, offering a more flexible and cost-effective alternative to crewed missions.

The aircraft is being built by Justin Hall, chief pilot at NASA Armstrong’s Dale Reed Subscale Flight Research Laboratory, and Justin Link, a small uncrewed aircraft pilot. The duo is replacing the center’s aging MicroCub subscale aircraft with a more capable platform that will save time and reduce costs. The new aircraft spans about 14 feet from wingtip to wingtip, measures nine-and-a-half feet long, and weighs about 60 pounds.

The subscale laboratory accelerates innovation by using small, remotely piloted aircraft to test and evaluate new aerodynamic concepts, technologies, and flight control systems. Named after aerospace pioneer Dale Reed, the lab enables rapid prototyping and risk reduction before transitioning to full-scale or crewed flight testing. Its work plays a key role in increasing technology readiness to support NASA’s missions on Earth and beyond.

Hall and Link are modifying an existing subscale aircraft kit by adding a more powerful engine, an autopilot system, instrumentation, and a reinforced structure. The aircraft will offer greater flexibility for flight experiments, enabling more frequent and affordable testing compared to crewed aircraft.

One example of its potential is the Robust Autonomous Aerial Recapture project, which uses sensors and video with advanced programming to learn and adapt for mid-air capture. The system relies on a magnetic connection mechanism integrated onto the two aircraft.

This capability could support future science missions in which a mothership deploys drones to collect samples, recharge, and redeploy for additional missions, saving fuel, reducing cost, and increasing efficiency. Aerial recapture work is funded by the NASA Armstrong Center Innovation Fund and the Space Technology Mission Directorate.