Talon

NASA is starting to explore options to fill the gaps that will be left by the eventual retirement of its iconic T-38 Talons. Since the 1960s, NASA has been using the jets to support astronaut training and as chase planes. However, the Talons are aging, supportability is already a problem, and challenges to sustain them further are expected to grow as the U.S. Air Force replaces its T-38 fleet with new T-7A Red Hawks.

The Johnson Space Center (JSC) in Houston, Texas, put out a contracting notice today seeking information about potential T-38 successors. NASA currently has 25 Talons in its inventory, according to the Federal Aviation Administration’s (FAA) online database.

“NASA JSC is conducting market research to obtain industry information regarding availability, capability, schedule, sustainment models, and cost efficacy for modern high-performance jet aircraft that could be used in evaluation and an evaluation program for supporting NASA’s astronaut SFRT [Spaceflight Readiness Training] requirements,” the notice explains. “NASA has operated the T-38N fleet in support of astronaut SFRT for several decades. With the U.S. Air Force planning to retire the T‑38 fleet in the 2030-2035 timeframe, NASA is evaluating options to transition to a more modern high-performance aircraft.”

The T-38N variant is specific to NASA and distinct from the T-38A/B/C variants the Air Force currently operates. The U.S. Naval Test Pilot School also has a handful of T-38Cs. Both the N and C variants are based on the original T-38A, which first entered Air Force service in 1961. The Air Force bailed the first Talons to NASA three years later.

The N models have received various upgrades over the years, including the integration of new modern ‘glass cockpits’ with digital displays starting in the 1990s. As of 2011, compared to contemporary C variants, “the T-38N aircraft includes differences in communications and navigation, such as the addition of weather radar, a data link weather system, the terrain avoidance and warning system, the terminal collision avoidance system, GPS with localizer performance and vertical guidance approach capability, and redesigned electrical, inlet, ejector nozzle, and flight management systems,” according to a report from the National Research Council of the National Academies of Sciences, Engineering, and Medicine.

NASA T-38 Jets In Flight – Cockpit View Captured by Astronaut | Video

Now, “NASA is seeking information on existing, production, or near-production high-performance jet aircraft capable of supporting SFRT,” per today’s contracting notice from the JSC. “NASA is not restricting industry responses to a specific performance class or aircraft design heritage.”

The notice does provide the following list of desired characteristics:

• “High reliability with established maintenance documentation”
• “Self-starting engine capability”
• “Performance comparable to a modern jet trainer/light fighter aircraft”
• “Capability to support dynamic maneuvering, formation flying, and cross-country navigation”
• “Dual-seat, dual-control configuration (tandem or side-by-side)”
• “Modern avionics compatible with instrument flight operations”
• “Aircraft capable of being single-pilot qualified from either seat is highly desired”

“Prior to any fleet transition, NASA seeks to conduct a limited-scope evaluation program using a small number of modern aircraft,” the notice adds. “This evaluation program is not a full fleet buy or replacement. It is intended to operate a small number of aircraft within JSC’s existing operational framework to assess compatibility, logistics, cost efficacy, and training impact.”

Furthermore, “NASA anticipates evaluating a small number of aircraft over a multi-year period,” it continues. “NASA requests information on potential procurement options such as lease, lease-to-own, barter, or other arrangements due to limited upfront procurement funding.”

NASA is looking to be solely responsible for flight operations of the jets, but is expecting contractors to handle maintenance, whether the aircraft are government-owned or not.

The contracting notice does also say that “NASA is open to operating the aircraft under reasonable flight hour limits, maneuver restrictions, or operational envelopes consistent with contractor recommendations.”

Just what kind of limits and restrictions NASA might be willing to accept is unclear. The entire reason for operating the T-38s now is to offer a high-performance platform with a good degree of maneuverability to support the SRFT requirements. These are attributes that are also valuable when flying as a chase plane and otherwise supporting flight research and test activities.

NASA certainly seems to be willing to consider a wide range of potential operations, both in terms of aircraft and operating schemes. When Boeing won the Air Force’s T-X competition to replace the T-38 with what became the T-7A, TWZ noted the possibility that other Talon operators, including NASA, could follow suit.

There are a wide variety of other jet trainers available on the open market. This includes Korea Aerospace Industries’ (KAI) T-50, a design capable of supersonic flight that has been offered on the U.S. market before through a partnership with Lockheed Martin. A version of the T-50 was one of the losing entrants in the Air Force’s T-X competition.

There are several private companies that operate relevant jet trainer types to provide flight training and ‘red air’ aggressor services, too. NASA’s current administrator, Jared Isaacman, founded one of those companies, Draken International, making him once the owner of the world’s largest private air force. He has also personally bought various demilitarized fighters and jet trainers over the years. During this year’s July 4th celebrations in Washington, D.C., he somewhat controversially flew over the nation’s capital in one of the F-5 Tiger II jets that he owns.

With expectations that funding for new jet trainers will be limited, at least initially, NASA could well seek to enter into some kind of new arrangement with the Air Force (or another branch of the U.S. military) just like it did in the 1960s. It’s also worth noting here that the T-7A program continues to suffer significant delays due to technical issues and other factors. This has led the Air Force to repeatedly push back its own T-38 replacement timeline. The service’s original goal was to reach initial operational capability with the Red Hawk in October of last year, but it is now targeting August 2027 to achieve that milestone. A full-rate production decision is now not expected to come until January 2029. So, NASA actually getting any T-7s anytime before the USAF gets all the jets in badly needs is questionable.

There are also no indications that NASA’s SFRT requirements will slow in the meantime, either. If anything, these training demands could grow as work continues toward the resumption of crewed missions to the Moon under the Artemis program. The Artemis IV mission, currently scheduled for 2028, is set to be the first time astronauts have set foot on the lunar surface since Apollo 17 in 1972.

From the wording of today’s contracting notice from JSC, NASA is still some years away from making a final decision on what will come after the T-38N, but the hunt is now on.

Contact the author: joe@twz.com