High above the United States, an unconventional aircraft with the elongated snout of an anteater is currently testing the limits of supersonic flight. Known as the X-59, this experimental jet features a cockpit positioned so far toward the rear that the pilot must rely entirely on a camera system to navigate. This bizarre appearance is a functional necessity; the plane is designed specifically to solve the long-standing problem of the sonic boom. Parts cannibalised from other planes and a cockpit so far back the pilot depends on a camera to see where he’s going, it has the nose of anteater. On top of its bizarre appearance the X-59 boasts a remarkable lineage.
For decades, the shockwaves produced by jets breaking the sound barrier restricted supersonic travel to oceanic routes, as the noise was barred from populated areas. NASA’s X-59 aims to mitigate this by stretching the aircraft’s nose to flatten these booms into barely perceptible bumps. The program manager, Peter Coen, a veteran of 43 years at NASA, states that the goal is to determine a level of noise acceptable to the public, potentially creating a sound no louder than a car door closing in the distance when the jet reaches Mach 1 at cruising altitude. The X-59’s owes its eccentric design to the problem of sonic booms. The shockwave created by a jet breaking the sound barrier restricted Concorde to flights over the sea and barred it from lucrative routes across the US. Peter Coen, a 43-year Nasa veteran who manages the programme, explains the thinking behind 80 years of X-planes. “Our approach is to pick small goals we aim to prove with flight data and we construct an airframe for that one task. For the X-59 it’s about suppressing sonic booms on a budget and nothing else.
The X-59 carries on a legacy of experimental NASA aircraft that began in 1947 with the Bell X-1, the first plane to break the sound barrier. Much like the X-1—which was modeled after a bullet—and the record-breaking X-15, which reached speeds of 4,520 mph, the X-59 follows the philosophy of minimizing project goals to maintain efficiency. By focusing strictly on boom suppression, the agency keeps costs and complexity in check. Flown through the sound barrier in 1947 by the legendary test pilot Chuck Yeager, Nasa knew a.50 calibre bullet travelled faster than the speed of sound, in the case of the X-1. A cylinder with tiny wings dropped from a B-52 bomber, flew to 6.7 times the speed of sound (4,520 mph) and the edge of space, paving the way for heat-resistant materials vital to the Space Shuttle, a mere 20 years later the X-15 rocket plane.
The jet is a modular assembly, utilizing an ejector seat and cockpit from a T-38 trainer, landing gear from an F-16, and an engine sourced from an F-18. Despite the prominence of autonomous drones in modern conflicts, NASA engineers argue that human-piloted test craft are still essential. While they considered an uncrewed version of the X-59, doing so would have introduced the added complexity and cost of certifying an autonomous jet for high-speed flight over urban regions. There’s a weird and wonderful jet flying over the US.
The debate over crewed versus uncrewed testing remains a significant point of discussion in the industry. Guy Gratton, a professor of Aircraft Test and Evaluation at Cranfield University, contends that drones are not a universal solution. According to Gratton, human pilots identify nuances during flight that algorithms might miss, and relying solely on drones often requires larger ground crews for monitoring, which can negate potential cost savings.
This sentiment is echoed by UK aerospace experts as the country develops its own technology testbed. The project, described by BAE Systems lead Tony Godbold as “the X-plane of our generation,” serves as a successor to the Experimental Aircraft Programme (EAP) which first flew in 1986 to test systems for the Typhoon fighter. This new initiative involves approximately 100 suppliers, including Rolls-Royce, and aims to refine technologies for the Global Combat Air Programme, a joint effort between the UK, Italy, and Japan expected to debut in the 2030s.
The upcoming British demonstrator, which is scheduled to fly in 2028 using Typhoon engines, has generated significant interest among fast-jet test pilots. Approximately 14 pilots have already utilized flight simulators to test the design. Godbold emphasizes that while computer modeling is advanced, the feedback from experienced human test pilots remains an irreplaceable step in ensuring that new designs are properly tested and certified before deployment.
Beyond the technical requirements, these X-plane projects serve as a clear indicator of national intent. Godbold noted that the BAE Systems initiative underscores the UK’s commitment to international defense collaborations. By proving these designs in the real world, nations demonstrate they are serious about maintaining a competitive edge in the aerospace sector.
Ultimately, the role of human-crewed experimental aircraft is expected to endure. While Coen admits that future X-planes will likely be uncrewed, he maintains that the human element will remain a constant necessity whenever projects involve testing new piloting technologies or when the logistical cost of human operation proves more efficient than the complexity of robotic certification.
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