Not so fast The top fell off Australia’s first orbital-class rocket, delaying its launch The Australian startup behind the Eris rocket says the rest of the vehicle was undamaged. Stephen Clark – May 15, 2025 8:03 pm | 35 Gilmour's Eris rocket stands on its launch pad earlier this week at Bowen Orbital Spaceport in the Australian state of Queensland. Credit: Gilmour Space Gilmour's Eris rocket stands on its launch pad earlier this week at Bowen Orbital Spaceport in the Australian state of Queensland. Credit: Gilmour Space Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more The payload fairing at the top of Gilmour Space's first Eris rocket was supposed to deploy a few minutes after lifting off from northeastern Australia. Instead, the nose cone fell off the rocket hours before it was supposed to leave the launch pad Thursday. Gilmour, the Australian startup that developed the Eris rocket, announced the setback in a post to the company's social media accounts Thursday. "During final launch preparations last night, an electrical fault triggered the system that opens the rocket’s nose cone (the payload fairing)," Gilmour posted on LinkedIn. "This happened before any fuel was loaded into the vehicle. Most importantly, no one was injured, and early checks show no damage to the rocket or the launch pad." Gilmour was gearing up for a launch attempt from a privately-owned spaceport in the Australian state of Queensland early Friday, local time (Thursday in the United States). The company's Eris rocket, which was poised for its first test flight, stands about 82 feet (25 meters) tall with its payload fairing intact. It's designed to haul a payload of about 670 pounds (305 kilograms) to low-Earth orbit. While Gilmour didn't release any photos of the accident, a company spokesperson confirmed to Ars that the payload fairing "deployed" after the unexpected electrical issue triggered the separation system. Payload fairings are like clamshells that enclose the satellites mounted to the top of their launch vehicle, protecting them from weather on the launch pad and from airflow as the rocket accelerates to supersonic speeds. Once in space, the rocket releases the payload shroud, usually in two halves. There were no satellites aboard the rocket as Gilmour prepared for its first test flight. This was unusual Payload fairing problems have caused a number of rocket failures, usually because they don't jettison during launch, or only partially deploy, leaving too much extra weight on the launch vehicle for it to reach orbit. Gilmour said it is postponing the Eris launch campaign "to fully understand what happened and make any necessary updates." The company was founded by two brothers—Adam and James Gilmour—in 2012, and has raised approximately $90 million from venture capital firms and government funds to get the first Eris rocket to the launch pad. The astronauts on NASA's Gemini 9A mission snapped this photo of a target vehicle they were supposed to dock with in orbit. But the rocket's nose shroud only partially opened, inadvertently illustrating the method in which payload fairings are designed to jettison from their rockets in flight. Credit: NASA The Eris rocket was aiming to become the first all-Australian launcher to reach orbit. Australia hosted a handful of satellite launches by US and British rockets more than 50 years ago. Gilmour is headquartered in Gold Coast, Australia, about 600 miles south of the Eris launch pad near the coastal town of Bowen. In a statement, Gilmour said it has a replacement payload fairing in its factory in Gold Coast. The company will send it to the launch site and install it on the Eris rocket after a "full investigation" into the cause of the premature fairing deployment. "While we’re disappointed by the delay, our team is already working on a solution and we expect to be back at the pad soon," Gilmour said. Officials did not say how long it might take to investigate the problem, correct it, and fit a new nose cone on the Eris rocket. This setback follows more than a year of delays Gilmour blamed primarily on holdups in receiving regulatory approval for the launch from the Australian government. Like many rocket companies have done before, Gilmour set modest expectations for the first test flight of Eris. While the rocket has everything needed to fly to low-Earth orbit, officials said they were looking for just 10 to 20 seconds of stable flight on the first launch, enough to gather data about the performance of the rocket and its unconventional hybrid propulsion system. Stephen Clark Space Reporter Stephen Clark Space Reporter 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. 35 Comments

May 15, 20253 min readLawmakers Push to Legalize Emissions-Heavy ‘Supersonic’ PlanesA bill to repeal the ban on supersonic flights over the U.S. could increase the demand for the gas-guzzling jets from around a dozen to as many as 240By Corbin Hiar & E&E News The Concorde, seen above as it is returned to the Intrepid Museum last year, was last in commercial operation in 2003. Lawmakers want to help bring back supersonic flights by legalizing it in U.S. airspace, as United Airlines and others invest in the planemaking startup Boom Supersonic. Michael M. Santiago/Getty ImagesCLIMATEWIRE | Lawmakers on both sides of the Capitol are seeking to repeal a half-century-old regulation that prevents civilian aircraft from traveling faster than the speed of sound over the United States.The "Supersonic Aviation Modernization Act" could vastly increase the potential market — and emissions — of Boom Supersonic, a planemaking startup backed by United Airlines; Japan Airlines; and Sam Altman, the billionaire CEO of the artificial intelligence firm OpenAI.No commercial supersonic planes have been in operation since the Concorde ceased flights between New York and London in 2003. But aviation analysts estimate that the jets Boom is developing would consume at least two times more fuel per passenger than flying on commercial airplanes in operation now.On supporting science journalismIf you're enjoying this article, consider supporting our award-winning journalism by subscribing. By purchasing a subscription you are helping to ensure the future of impactful stories about the discoveries and ideas shaping our world today.The bill is from Sen. Ted Budd (R-N.C.), whose state is home to Boom's manufacturing plant, and Rep. Troy Nehls (R-Texas), the chair of the Transportation and Infrastructure Subcommittee on Aviation. It's co-sponsored by Republican Sens. Thom Tillis of North Carolina, Mike Lee of Utah and Tim Sheehy of Montana as well as Democratic Rep. Sharice Davids of Kansas."Supersonic flight without an audible sonic boom should obviously be allowed," said Blake Scholl, Boom's founder and CEO, in statements released by the bill's lead sponsors. "I urge Congress to pass the Supersonic Aviation Modernization Act supersonically, so we can all enjoy faster flights and maintain American leadership in aviation."The legislation would order the Federal Aviation Administration to scrap or update a 1973 regulation that prohibits non-military-related supersonic flight over the U.S. within a year of the bill's passage. It specifically calls for the agency to allow for civilian flights in the national airspace "at a Mach number greater than 1 so long as the aircraft is operated in such a manner that no sonic boom reaches the ground in the United States."The congressional push to undo the overland flight ban comes as NASA prepares to conduct its first test flights of a supersonic jet developed by Lockheed Martin to produce sonic "thumps," rather than booms, when traveling faster than the speed of sound. The United Nations' International Civil Aviation Organization is also set to develop new noise standards that member states could adopt.In February, Boom completed a series of supersonic test flights in a prototype plane that it claimed did not produce sonic booms that were audible from the ground. The speed of sound, or Mach 1, varies based on atmospheric conditions but is generally around 767 mph at sea level.The following month, Scholl visited Washington to lobby Trump administration officials to repeal the supersonic flight ban, POLITICO Pro reported at the time.The International Council on Clean Transportation, an environmental research group, estimated in 2022 that dropping overland flight prohibitions for supersonic aircraft in the U.S. and other major markets could increase the demand for the gas-guzzling jets from around a dozen to as many as 240. The company has already reported inking deals with airlines to produce 130 planes.Boom is designing its engines to run on sustainable aviation fuel, which has a fraction of the carbon emissions of traditional jet fuel. But operating the supersonic jets with SAF would be uneconomic for most airlines given the higher cost of SAF and the greater fuel consumption required to break the sound barrier.Reprinted from E&E News with permission from POLITICO, LLC. Copyright 2025. E&E News provides essential news for energy and environment professionals.

Evening star For the first time in the US, a rotating detonation rocket engine takes flight "Hypersonics is one of the critical technologies to remain ahead of our national competitors." Eric Berger – May 14, 2025 6:47 pm | 23 A rotating detonation rocket engine takes off in New Mexico. Credit: Venus Aerospace A rotating detonation rocket engine takes off in New Mexico. Credit: Venus Aerospace Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more A US-based propulsion company, Venus Aerospace, said Wednesday it had completed a short flight test of its rotating detonation rocket engine at Spaceport America in New Mexico. The company's chief executive and co-founder, Sassie Duggleby, characterized the flight as "historic." It is believed to be the first US-based flight test of an idea that has been discussed academically for decades, a rotating detonation rocket engine. The concept has previously been tested in a handful of other countries, but never with a high-thrust engine. "By proving this engine works beyond the lab, Venus brings the world closer to a future where hypersonic travel—traversing the globe in under two hours—becomes possible," Duggleby told Ars. A quick flight The company has only released limited information about the test. The small rocket, powered by the company's 2,000-pound thrust engine, launched from a rail in New Mexico. The vehicle flew for about half a minute, and, as planned, did not break the sound barrier. Governments around the world have been interested in rotating detonation engine technology for a long time because it has the potential to significantly increase fuel efficiency in a variety of applications, from Navy carriers to rocket engines. In contrast to a traditional rocket engine, in which a highly pressurized propellant and an oxidizer are injected into a combustion chamber where they burn and produce an energetic exhaust plume, a rotating detonation engine is different in that a wave of detonation travels around a circular channel. This is sustained by the injection of fuel and oxidizer and produces a shockwave that travels outward at supersonic speed. Sassie Duggleby and her husband, Andrew Duggleby, founded Venus Aerospace nearly five years ago with the long-term goal of developing powerful rotating detonation engines and building a hypersonic aircraft that could carry perhaps a dozen passengers and travel at astonishingly fast speeds worldwide. Aiming for hypersonics in the near term Such a prospect is many years into the future, however. In the meantime, Venus is looking at more near-term opportunities and revenue sources. The company is seeking to position itself as a leader in affordable hypersonic flight for commercial and defense applications. "It is vital for US interests that the government continues to fund efforts to maintain America’s economic competitiveness and national security," Sassie Duggleby said. "Hypersonics is one of the critical technologies to remain ahead of our national competitors. We’re fortunate to have robust interest from both government and commercial sectors." Sassie Duggleby said Venus cannot disclose specific customers yet. "We're actively engaged with US defense and national security agencies as well as commercial partners exploring hypersonic applications in logistics, aerospace, and future mobility—including large primes," she said. "The enthusiasm we’re seeing reflects a broad recognition that Venus’s technology can unlock new operational and economic possibilities across multiple markets." Venus has a long way to go to reach its ultimate goal of highly efficient, hypersonic commercial flight. But the engine that flew this week is a good start toward proving that such a future, at least, is possible. Eric Berger Senior Space Editor Eric Berger Senior Space Editor 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. 23 Comments