Earth scientist Compton J. Tucker has been elected to the National Academy of Sciences for his work creating innovative tools to track the planet’s changing vegetation from space. It’s research that has spanned nearly 50 years at NASA’s Goddard Space Flight Center in Greenbelt, Maryland, where he is a visiting scientist after retiring in March. 

Tucker’s research began with identifying wavelengths of light that are absorbed or reflected as plants undergo photosynthesis, and has evolved into calculating the health and productivity of vegetation over time with satellites. 

“I’m honored and surprised,” Tucker said of his election. “There were opportunities at the Goddard Space Flight Center that have enabled this work that couldn’t be found elsewhere. There were people who built satellites, who understood satellite data, and had the computer code to process it. All the work I’ve done has been part of a team, with other people contributing in different ways. Working at NASA is a team effort of science and discovery that’s fun and intellectually rewarding.” 

Tucker earned his master’s and doctoral degrees from Colorado State University, where he worked on a National Science Foundation-funded project analyzing spectrometer data of grassland ecosystems. In 1975, he came to NASA Goddard as a postdoctoral fellow and used what he learned in his graduate work to modify the imager on National Oceanic and Atmospheric Administration (NOAA) meteorological satellites and modify Landsat’s thematic mapper instrument. 

He became a civil servant at the agency in 1977, and continued work with radiometers to study vegetation – first with handheld devices, then with NOAA’s Advanced Very High Resolution Radiometer satellite instruments.  He has also used data from Landsat satellites, Moderate Resolution Imaging Spectroradiometer instruments, and commercial satellites. His scientific papers have been cited 100,000 times, and one of his recent studies mapped 10 billion individual trees across Africa’s drylands to inventory carbon storage at the tree level.

“The impact of Compton Tucker’s work over the last half-century at Goddard is incredible,” said Dalia Kirschbaum, director of the Earth Sciences Division at NASA Goddard. “Among his many achievements, he essentially developed the technique of using satellites to study photosynthesis from plants, which people have used to monitor droughts, forecast crop shortages, defeat the desert locust, and even predict disease outbreaks. This is a well-deserved honor.”

The National Academy of Sciences was proposed by Abraham Lincoln and established by Congress in 1863, charged with advising the United States on science and technology. Each year, up to 120 new members are elected “in recognition of their distinguished and continuing achievements in original research,” according to the organization.

In addition his role as a visiting scientist at Goddard, Tucker is also an adjunct professor at the University of Maryland and a consulting scholar at the University of Pennsylvania’s University Museum. He was awarded the National Air and Space Collins Trophy for Current Achievement in 1993 and the Vega Medal by the Swedish Society of Anthropology and Geography in 2014. He is a fellow of the American Association for the Advancement of Science and the American Geophysical Union, and won the Senior Executive Service Presidential Rank Award for Meritorious Service in 2017, among other honors. 

By Kate Ramsayer

NASA’s Goddard Space Flight Center, Greenbelt, Md.

NASA’s X-59 quiet supersonic research aircraft successfully completed a critical series of tests in which the airplane was put through its paces for cruising high above the California desert – all without ever leaving the ground.

“The idea behind these tests is to command the airplane’s subsystems and flight computer to function as if it is flying,” said Yohan Lin, the X-59’s lead avionics engineer at NASA’s Armstrong Flight Research Center in Edwards, California.

The goal of ground-based simulation testing was to make sure the hardware and software that will allow the X-59 to fly safely are properly working together and able to handle any unexpected problems.

Any new aircraft is a combination of systems, and identifying the little adjustments required to optimize performance is an important step in a disciplined approach toward flight.

“We thought we might find a few things during the tests that would prompt us to go back and tweak them to work better, especially with some of the software, and that’s what we wound up experiencing. So, these tests were very helpful,” Lin said.

Completing the tests marks another milestone off the checklist of things to do before the X-59 makes its first flight this year, continuing NASA’s Quesst mission to help enable commercial supersonic air travel over land.

Simulating the Sky

During the testing, engineers from NASA and contractor Lockheed Martin turned on most of the X-59’s systems, leaving the engine off. For example, if the pilot moved the control stick a certain way, the flight computer moved the aircraft’s rudder or other control surfaces, just as it would in flight.

At the same time, the airplane was electronically connected to a ground computer that sends simulated signals – which the X-59 interpreted as real – such as changes in altitude, speed, temperature, or the health of various systems.

Sitting in the cockpit, the pilot “flew” the aircraft to see how the airplane would respond.

“These were simple maneuvers, nothing too crazy,” Lin said. “We would then inject failures into the airplane to see how it would respond. Would the system compensate for the failure? Was the pilot able to recover?”

Unlike in typical astronaut training simulations, where flight crews do not know what scenarios they might encounter, the X-59 pilots mostly knew what the aircraft would experience during every test and even helped plan them to better focus on the aircraft systems’ response.

Aluminum vs. Iron

In aircraft development, this work is known as “iron bird” testing, named for a simple metal frame on which representations of the aircraft’s subsystems are installed, connected, and checked out.

Building such a testbed is a common practice for development programs in which many aircraft will be manufactured. But since the X-59 is a one-of-a-kind airplane, officials decided it was better and less expensive to use the aircraft itself.

As a result, engineers dubbed this series of exercises “aluminum bird” testing, since that’s the metal the X-59 is mostly made of.

So, instead of testing an “iron bird” with copies of an aircraft’s systems on a non-descript frame, the “aluminum bird” used the actual aircraft and its systems, which in turn meant the test results gave everyone higher confidence in the design,

“It’s a perfect example of the old tried and true adage in aviation that says ‘Test what you fly. Fly what you test,’” Lin said.

Still Ahead for the X-59

With aluminum bird testing in the rearview mirror, the next milestone on the X-59’s path to first flight is take the airplane out on the taxiways at the airport adjacent to Lockheed Martin’s Skunk Works facility in Palmdale, California, where the X-59 was built. First flight would follow those taxi tests.

Already in the X-59’s logbook since the fully assembled and painted airplane made its public debut in January 2024:

• A Flight Readiness Review in which a board of independent experts from across NASA completed a study of the X-59 project team’s approach to safety for the public and staff during ground and flight testing.

• A trio of important structural tests and critical inspections that included “shaking” the airplane to make sure there were no unexpected problems from the vibrations.

• Firing up the GE Aerospace jet engine for the first time after installation into the X-59, including a series of tests of the engine running with full afterburner.

• Checking the wiring that ties together the X-59’s flight computer, electronic systems, and other hardware to be sure there were no concerns about electromagnetic interference.

• Testing the aircraft’s ability to maintain a certain speed while flying, essentially a check of the X-59’s version of cruise control.

The X-59 Tests in 59

About the Author

Jim Banke

Managing Editor/Senior Writer

Jim Banke is a veteran aviation and aerospace communicator with more than 40 years of experience as a writer, producer, consultant, and project manager based at Cape Canaveral, Florida. He is part of NASA Aeronautics' Strategic Communications Team and is Managing Editor for the Aeronautics topic on the NASA website.

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