Starship Ready for Its Toughest Test Ever | Starliner Years-Old Design Flaw NASA Missed [14:47]

YouTube ^ | February 23, 2026 | Scientia Plus

[SunkenCiv]

Starship Block 3 just entered a new testing phase and SpaceX is preparing Starship Flight 12. NASA’s Starliner Crew Flight Test report classifies the mission as a Type A mishap and confirms no crew will fly again until full requalification. Artemis II faces delay after a liquid hydrogen leak during SLS wet dress rehearsal was resolved, only for a helium repressurization anomaly in the Interim Cryogenic Propulsion Stage to trigger rollback to the VAB. 

Starship Ready for Its Toughest Test Ever 
Starliner Years-Old Design Flaw NASA Missed | 14:47 
Scientia Plus | 54K subscribers | 11,966 views | February 23, 2026

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TOPICS: Astronomy; Business/Economy; Science; Travel
KEYWORDS: elonmusk; nasa; spacex; starship

[SunkenCiv]

• 00:00 Starship Updates
• 06:53 Starliner Report Reveals a Design Flaw That Existed for Years
• 10:48 Artemis II Delay! The Helium Problem Exact Spot Identified

[SunkenCiv]

YouTube transcript reformatted at textformatter.ai *may* follow.

[SunkenCiv]

Transcript (pt 1): Starship Updates

SpaceX is steadily advancing towards Starship flight 12 with parallel progress on both the vehicles and ground infrastructure. Superheavy booster 19 has completed its cryogenic proof campaign and is now inside Mega Bay 1 undergoing Raptor engine installation ahead of static fire. Meanwhile, ship 39, the upper stage for flight 12, is fully stacked inside Mega Bay 2 and preparing for its own cryogenic proof test.

Before flight, ship 39 will undergo a new class of structural testing at Massiey's site, where SpaceX is constructing a purpose-built structural test frame designed to apply controlled mechanical loads to a fully integrated Starship upper stage. This is the first setup of its kind built specifically for next generation block 3 vehicles. And based on the latest construction progress and observed features, the frame appears configured to perform three primary structural test modes.

The first focuses on aerodynamic flap structural and actuator validation supported by a reported marking on the top of the test frame reading "ship flap actuator." The upper section incorporates pulleys and cable routing connected to hydraulic cylinders that pull inward along the forward flap hinge line, applying controlled tensile loads to simulate aerodynamic forces during atmospheric entry. A corresponding system at the lower section applies similar loads to the aft flaps, allowing both forward and aft surfaces to be tested simultaneously under representative load cases.

Unlike earlier suborbital flights, Block 3 vehicles will return from true orbital velocity, exposing the flaps to substantially higher aerodynamic pressure, hinge moments, and coupled thermal mechanical stresses. This rig enables engineers to impose distributed measurable loads that approximate re-entry forces and capture real structural response data under controlled conditions. While not a substitute for actual flight data, it provides far more representative validation than computational simulations alone and is critical for verifying actuator torque margins, linkage integrity, hinge stiffness, and structural deformation limits on version 3 hardware.

The second test mode simulates tower catch loads. Hydraulically actuated assemblies mounted on the frame sidearms replicate the compressive and off-axis forces applied by the launch tower chopsticks during midair capture. The landing pins beneath the forward flaps form the primary load path during a catch, transferring nearly the full vehicle weight into the tower arms along with dynamic loads from alignment tolerances and transient impacts. Any deformation or structural failure at this interface would compromise recovery. By applying precisely controlled loads into the pin structure, engineers can measure strain, validate structural margins, and identify weak points before attempting an actual capture. While ship 39 itself is not expected to be caught on flight 12, subsequent vehicles will be, making early validation essential.

The third test configuration centers on a dedicated thrust test stand under construction at the production site equipped with mounts for hydraulic actuators designed to simulate the combined loads of all six Raptor engines. During testing, the ship will stand vertically on this stand which will be integrated into the structural frame at Massie to form the foundation of the entire load system. While the flap actuators impose aerodynamic re-entry forces, and the side-mounted assemblies replicate tower catch compression through the landing pins, the base mounted stand simultaneously introduces thrust and bending loads into the aft dome, reproducing engine firing stresses in a flight representative orientation.

Although thrust load simulations were performed during previous cryogenic proof campaigns, this iteration carries greater significance as Block 3 vehicles transition to higher thrust Raptor V3 engines, requiring validation of updated load paths and structural margins before flight. Taken together, since these three flight modes are new for Block 3, this dedicated test setup is built to validate them on the ground before the vehicle is exposed to full mission conditions.

Vehicle readiness, however, is only part of the equation. Launchpad 2, which will support flight 12, continues progressing toward operational readiness. The pad has completed its first full-scale activation of the integrated water suppression system, where both the launch mount top deck and the flame trench discharged high volume flows together. Following that system level test, teams returned to the top of the launch mount to implement refinements based on the data collected. At the same time, the flame trench deluge system continues undergoing flow and pressure checks as engineers fine-tune distribution and performance.

Once these adjustments are complete, several combined full-scale tests of both the mount and trench systems are expected before the pad faces the extreme acoustic and thermal loads of a super heavy ignition. Meanwhile, the dual booster quick disconnect interfaces are undergoing synchronized actuation tests focused on coordinated extension and retraction sequencing. Engineers are collecting data on response latency, command synchronization, and simultaneous motion dynamics to ensure both interfaces disengage in precise coordination at liftoff.

On the launch tower, the chopsticks and ship quick disconnect arm continue motion tests across different speeds and ranges. Recently, the ship quick disconnect mechanism moved for the first time since installation, performing a short downward motion. Full scale extension and retraction cycles are expected soon, validating its role in propellant transfer, electrical connections, and data interface with the upper stage.

Roof panel installation at the top of the tower is ongoing, enclosing upper levels, and shielding critical hardware from environmental exposure. With both vehicles and ground systems advancing, flight 12 preparations appear aligned with SpaceX's internal timeline. Elon Musk recently reiterated that the company remains on track for a launch next month, indicating confidence in the current pace of integration and testing.

While flight 12 hardware advances, the next mission is already taking shape. Ship 40, assigned to flight 13, is currently stacking inside Mega Bay 2. Its oxygen tank sections have recently been stacked, followed by the installation of the methane transfer tube. The next major steps are the installation of the aft dome and flaps, which will complete the primary airframe assembly. After that, outfitting, avionics integration, plumbing, and engine installation will proceed. Ship 40's stacking pace appears slightly faster than ship 39's by a few days, indicating incremental gains in production efficiency as Starship manufacturing continues to mature. In parallel, booster 20 is taking shape inside Mega Bay 1, where liquid oxygen tank sections are being stacked sequentially. Once complete, the methane tank assembly will begin before both sections are mated into a fully integrated booster.

[NorthMountain]

rollback to the VAB.

Congress MANDATED that NASA use recycled Shuttle technology, that was never intended for a trip to the Moon.

NASA wanted to build on the basis of Apollo/SaturnV technology, that successfully went to the Moon.

Congress controls the money ... so here we are, with a damnable kludge built on a foundation of damnable kludges.

[SunkenCiv]

Of course, the success of capsules in returning crews to Earth is older than the STS, and there were those who complained about their revival by the private companies. Meanwhile, the Dream Chaser is over a decade late, and just had its tow test (literally, towed down a runway) in recent days. I'd love to see it endure a suborbital test, just to see if it will actually work. More working systems is always better than fewer, IMHO.

[SunkenCiv]

Transcript (pt 2): Starliner Report Reveals a Design Flaw That Existed for Years

Now, let's discuss the latest updates from the world of science and technology. NASA has released a scathing report on Boeing's Starliner crewed flight test, classifying it as a type A mishap that nearly jeopardized astronaut safety. Starliner's first crewed mission launched in June 2024 with NASA astronauts Barry Wilmore and Sunni Williams on what was intended to be an 8-day mission to certify the spacecraft for routine ISS flights. The mission proceeded normally until propulsion anomalies emerged during rendezvous. Five service module reaction control system thrusters failed during approach, temporarily causing a loss of six degrees of freedom control. At the same time, multiple leaks were detected in the service module's helium pressurization lines, which maintain tank pressure and actuate the thruster valves. Four thrusters were recovered through in-flight troubleshooting, allowing docking and crew transfer to the ISS. However, after months of analysis, NASA and Boeing concluded the spacecraft was not safe for a crewed return. Starliner landed uncrewed in September 2024, while Wilmore and Williams remained aboard the ISS for 9 months before returning on SpaceX's Crew Dragon in March 2025.

NASA subsequently chartered an independent program investigation team, which spent months examining the technical, organizational, and cultural drivers behind the anomalies, culminating in a 311-page redacted report released on February 19th. The report makes clear that these were not isolated hardware issues. The most probable cause of the thruster failures was two-phase oxidizer flow, essentially liquid oxygen partially vaporizing inside the feed system due to heating and cavitation, disrupting steady propellant delivery to the combustion chamber. Investigators also identified Teflon puppet extrusion in the oxidizer valves where the sealing material deformed under heat and pressure, restricting flow. Repeated firing demands from the guidance and control system added sustained thermal and mechanical stress to already degraded thrusters. Crucially, similar thruster degradation had appeared during Starliner's 2019 and 2022 uncrewed test flights. The report concludes those anomalies were treated as isolated events rather than systemic warnings, and the underlying degradation mechanism was never fully resolved.

The propulsion issues did not end there. During the spacecraft's uncrewed return after the anomaly, a crew module thruster failed during the re-entry burn. The proximate cause remains under investigation, but the leading theory involves corrosion from carbazic acid formation that may have prevented valve actuation. Meanwhile, the helium leaks were traced to material incompatibility in the service module's helium manifold seals where prolonged exposure to oxidizer degraded O-rings with insufficient sizing and gland tolerances. The investigation also identified a design-level vulnerability. The de-orbit propulsion system lacked the required two-fault tolerance, meaning it was not designed to safely withstand two independent failures simultaneously. That gap had existed since early development but was not fully recognized until late in the program.

NASA emphasized that although the mission achieved safe docking and an uncrewed return, the incident met the criteria for a type A mishap, the agency's most serious classification, typically reserved for events involving major financial loss or potential loss of life. NASA Administrator Jared Isaacman stated that the most troubling findings were not just hardware failures, but deeper decision-making flaws, leadership shortcomings, and schedule pressure that risked eroding NASA's safety culture. Boeing responded that it appreciates NASA's thorough investigation and has made significant corrective progress over the past 18 months. NASA, meanwhile, has made its position clear: no crew will fly on Starliner again until all corrective actions are complete and the system is fully requalified for human space flight.

[BlueStateRightist]

“A kludge is a makeshift or improvised solution to a problem, typically in computing or engineering, that is clumsy, inelegant, and inefficient but manages to work in the short term. It often refers to a hastily assembled system or fix that’s difficult to maintain.”

[Terry L Smith]

Hand it over to Space x, all of it!

[Campion]

They don't want to do that, because they want dual supplier redundancy with two independently developed spacecraft. (So "independently developed" that they can't even get one system's spacesuits to work with the other spacecraft, which is stupid, but I digress.)

Of course, that assumes that you have two competent suppliers, which is not the case at present ...

[thepoodlebites]

Godspeed Starship. May all 33 Raptor engines fire. It’s such a beautiful sight, 16 million pound-foot of thrust, the most ever. I hope test 12 is successful, just short of orbital velocity.

[NorthMountain]

That’s a perfect description of the misguided, misbegotten space shuttle with its missing tiles ...

I always admired the courage of the crews willing to go flying in that abomination.

[telescope115]

Has Starship’s next launch date been announced yet?

[Hot Rod Garage]

Gov. Employees including Congress and House only use/lease used cars.

[Rockingham]

Given enough time, money, and good leadership, NASA can get even Boeing whipped into shape. The hardest part though is the damage done by America's Leftists and our imposed political and cultural turn from competency to a destructive combination of sleazy, corner cutting corporate management aligned with DEI and anti-white racism. Do we still have enough tough minded, get-it-done people left to go around?

[GingisK]

Do we still have enough tough minded, get-it-done people left to go around?

We do; but, they still still put the jocks in charge.

[SunkenCiv]

Transcript (pt 3): Artemis II Delay! The Helium Problem Exact Spot Identified

NASA's Artemis 2 mission, the first crewed flight around the moon since the Apollo era, has been delayed due to issues discovered with the Space Launch System rocket. The chain of events began earlier this month during the first wet dress rehearsal, a full launch countdown at the pad in which both the core stage and upper stage are loaded with cryogenic propellants while teams validate fueling systems, umbilicals, software, and ground operations without engine ignition. During fueling, engineers detected a persistent liquid hydrogen leak at the tail service mast umbilical, the ground-to-rocket interface supplying the core stage, forcing the test to end early. Investigation later traced the issue to a faulty seal in a quick disconnect umbilical. Engineers then replaced the seal and reviewed loading procedures and pressure profiles to prevent recurrence.

A partial propellant loading designated a confidence test was conducted on February 12th to verify the fix before proceeding with a second full wet dress rehearsal on February 19th. That rehearsal began with cryogenic chill-down of feed lines and engine plumbing to prevent thermal shock, followed by slow fill of the core and upper stage tanks. Once temperatures and pressures stabilized, operations transitioned to fast fill, ultimately loading approximately 700,000 gallons of liquid hydrogen and liquid oxygen into the vehicle. Once the vehicle was fully fueled and operating in replenish mode, the closeout crew entered the white room to conduct final spacecraft preparations as they would on launch day. Technicians secured access panels, sealed the hatch, verified environmental conditions, and configured Orion for autonomous operation.

After clearing the pad, the countdown entered the terminal phase and continued below T-minus 10 minutes. The crew access arm retracted. The rocket and Orion switched to internal power and propellant replenish operations concluded across both stages. The vehicle transitioned into a self-contained flight configuration and approached handover to the automated launch sequence. Eventually, the countdown reached T-minus 29 seconds before being intentionally stopped as planned for the rehearsal. In the post-test briefing, NASA officials declared the rehearsal successful, confirmed the hydrogen leak had been resolved, and expressed confidence in the fueling system. March 6th was announced as the earliest launch opportunity. However, that momentum was short-lived.

Overnight data review on February 20th revealed an interruption in helium flow within the rocket's interim cryogenic propulsion stage during a routine repressurization operation following the wet dress. The upper stage helium bottles are critical for pressurizing the propellant tanks during flight [[LINK:index:url:text]] to maintain ullage pressure and proper propellant flow to the engine and for purging the upper stage's single RL10 engine of residual gases to prevent unintended combustion events. NASA Administrator Jared Isaacman stated that the helium system operated normally during both wet dress rehearsals but failed during post-test repressurization. The failure signature resembled an issue seen during Artemis I in 2022. Potential causes include a failed onboard check valve, a problem with the quick disconnect umbilical interface where similar faults have occurred, or, less likely, a filter issue between the ground and flight systems.

Currently, the vehicle remains in a safe configuration. However, the affected helium components are not accessible at the launch pad. NASA has therefore begun preparations to roll the SLS back to the Vehicle Assembly Building to inspect and repair or replace the hardware. This removes the March launch window from consideration, and the agency is now targeting April 1st as the next potential launch opportunity.

Thank you for tuning in for the latest science news and Starship updates. If you enjoyed this video, please hit the like button, leave a comment, and share it with your friends. Also, don't forget to subscribe to the channel and turn on notifications so you never miss an episode.

[SunkenCiv]

March, but we’ll seeeeee... 😁

[Rockingham]

Much of what passes for investor oversight these days is in the hands of Leftist activist types who manage hedge funds. A compliant jock spouting DEI rubbish is what they prefer for corporate management.

[citizen]

I really don’t know the technical aspects...but I thought the NASA thinking was how the Shuttle RS-25 engines are efficient and were flight tested in a hundred+ Shuttle missions and never caused a mission failure. An engine hiccupped here and there but the missions progressed with longer burns on the remaining engines and so forth. Space X plans for the same.

But, again stressing I ain’t an engineer, I worry about using hydrogen, what with the atoms being so tiny and hard to contain through storage, fixtures and joints. I reckon the Shuttle SRBs never failed thrust - but of course one caused the Challenger main tank to rupture, the whole O-ring thing. They should have listended to the Morton Thiokol engineers.