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SpaceX adds new ship to fleet after fairing catcher Ms. Tree nails second recovery in a row
In a telltale sign that SpaceX is growing much more confident in its ability to consistently recover Falcon 9 fairings, the company has accepted delivery of second recovery ship almost identical to GO Ms. Tree (formerly Mr. Steven) just days after nailing its second fairing catch in a row.
Previously known as M/V Captain Elliott, the new ship appears to have been acquired (or leased) by Guice Offshore (GO) from SEACOR Marine, who purchased Elliott from struggling marine services company Seatran Marine in 2017. One way or another, SpaceX now has a pair of Port Canaveral-based fairing recovery ships in hand – named Ms. Tree and Ms. Chief – and is thus making excellent progress towards catching and reusing both halves of the same Falcon 9 (or Heavy) fairing.
Splurging on ‘ships
Put simply, whoever is paying for or has paid for the two fast supply vessels (FSVs) that are now a part of SpaceX’s rocket recovery fleet has/had a tidy sum to spend. For ships as large, new, and high-performance as Ms. Tree and Ms. Chief, both completed in the mid-2010s, SpaceX or GO would be lucky to pay less than $10M apiece and each ship could easily cost more than $20M, depending on a variety of unknowns. Previous owner Seatran Marine is/was admittedly in dire financial straits, so that could have resulted in an effective fire-sale discount.
Regardless, this is to say that SpaceX was likely willing to splurge and open its wallet wide for extremely high-quality fairing recovery vessels because of just how expensive those fairings are. According to CEO Elon Musk circa 2017, it costs SpaceX $5-6M total to produce a set of Falcon fairing halves, equivalent to roughly 10% of the cost of a Falcon 9 launch ($50M-60M).
As an example, assume that SpaceX paid a full $50M for Ms. Tree and Ms. Chief – effectively a worst-case cost scenario. Assume that recovering and reusing net-caught Falcon fairings still costs half as much as building new fairings ($3M for two halves), also likely a worst-case scenario given the relative mechanical and propulsive simplicity of fairings.
In this mediocre-at-best scenario, it would still take SpaceX less than 20 launches with both halves recovered to completely recoup the cost of both fairing recovery ships. In the event that reusing caught fairings is only 25% as expensive as building new fairings, SpaceX could recoup its fleet investments in just 10 launches. In fact, cost reduction may even be a secondary consideration next to the potential for effectively doubling fairing production with the same facilities. From that perspective, spending, say, $50M on development and another $50M on cutting-edge recovery vessels could easily be a bargain, especially compared to the $1B+ SpaceX has spent deloping Falcon 9 booster reusability.
Fairing-catcher Mk4
With GO Ms. Chief’s August 10th arrival at Port Canaveral, SpaceX’s team of Florida-based recovery engineers and technicians will now be tasked with modifying the ship for Falcon fairing catching. SpaceX completed its first fairing recovery-focused modifications back in late 2017, likely producing what was the first version of fairing recovery tech (Mk1). The net proved to be far too small and was replaced in summer 2018 with a net and arms likely 4X larger (Mk2).
Roughly half a year and several missed catches after Mr. Steven’s Mk2 net was installed, the ship transited the Panama Canal and arrived at Port Canaveral in February 2019. Barely a week or two later, Mr. Steven suffered a failure at sea – well before a planned catch attempt – that saw the ship limp back to port missing the entirety of its net and two of four arms.
After another four months in port, SpaceX installed a third net and arms system on Mr. Steven, featuring distinct differences and apparent upgrades that likely make it Mk3. Shortly after installation and a quick renaming from Mr. Steven to GO Ms. Tree, Ms. Tree’s inaugural Mk3 recovery attempt culminated in SpaceX’s first and second successful fairing catches – back-to-back – on June 24th and August 6th.
Finally, this brings us to the blank slate that is GO Ms. Chief. Compared to Ms. Tree, both vessels are nearly identical: both are built by Gulf Craft, LLC, both are 205 ft x 34 ft (62m x 10m), both have decks rated for ~405 metric tons (900,000 lb), and have top speeds of 26-32 knots (30-37 mph, 50-60 km/h; fully-loaded vs. empty). The lone point of difference is power: Ms. Chief’s engines produce 500 more horsepower and its generators produce an additional 120 kW of power, respective improvements of 5% and 16% relative to Ms. Tree (Mr. Steven).
Despite both ships being nearly identical, SpaceX is unlikely to simply copy and paste Ms. Tree’s thus far successful arms and net, likely instead doing what the company is famous for and fabricating a new and improved variant of the fairing recovery mechanism. This would presumably translate to Mk4. Conveniently, SpaceX appears to be heading into a rare period of no launches, likely stretching almost three months from August 6th (AMOS-17) to late October.
If Mr. Steven and Ms. Tree’s transformations are anything to go by, that hefty chunk of time that should be more than sufficient to fully outfit Ms. Chief with a fresh fairing recovery mechanism, assuming SpaceX has been simultaneously fabricating the hardware in anticipation of Ms. Chief’s arrival.
For now, we’ll have to wait and see if SpaceX’s next launches – both believed to be 60-satellite Starlink missions – will mark the recovery debut of Ms. Chief, as well as the first attempted catch of both Falcon fairing halves. Additionally, following SpaceX’s second successful fairing half catch on August 6th, it’s possible that the company has two recovered halves capable of making a full, flight-proven fairing. Either way, a Starlink launch will likely support the flight-debut of a reused fairing and will almost certainly host the first attempted simultaneous recovery of both fairing halves.
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Tesla just raised Model Y prices for the first time in two years, with the largest increase being $1,000.
The move signals shifting dynamics in the competitive electric vehicle market as the company continues to work on balancing demand, profitability, and accessibility.
The new pricing affects premium trims while leaving entry-level options unchanged. The Model Y Premium Rear-Wheel Drive (RWD) now starts at $45,990, a $1,000 increase.
The Model Y Premium All-Wheel Drive (AWD)—previously referred to in the post as simply “Model Y AWD”—rises to $49,990, also up $1,000. The top-tier Model Y Performance sees a more modest $500 bump, bringing its starting price to $57,990.
Tesla Model Y prices just went up:
New prices:
🚗 Model Y Premium RWD: $45,990 – up $1,000
🚗 Model Y AWD: $49,990 – up $1,000
🚗 Model Y Performance: $57,990 – up $500 https://t.co/e4GhQ0tj4H pic.twitter.com/TCWqr3oqiV— TESLARATI (@Teslarati) May 16, 2026
Base models remain untouched to preserve affordability. The entry-level Model Y RWD holds steady at $39,990, and the base Model Y AWD stays at $41,990. This selective approach keeps the crossover accessible for budget-conscious buyers while extracting more revenue from higher-margin configurations.
After years of aggressive price cuts to stimulate volume amid slowing EV adoption and rising competition from rivals like BYD, Ford, and GM, Tesla appears confident in underlying demand. Recent lineup refreshes for the 2026 Model Y, including refreshed styling and efficiency gains, have helped maintain its status as America’s best-selling EV.
By protecting base prices, Tesla avoids alienating price-sensitive customers while improving margins on the more popular variants.
Tesla Model Y ownership review after six months: What I love and what I don’t
For consumers, the changes are relatively modest—under 3% on affected trims—and still position the Model Y competitively against gas-powered SUVs in the same class. Federal tax credits and potential state incentives may further offset costs for eligible buyers.
This marks a subtle but notable shift from the deep discounting era that defined much of 2024 and 2025. As the EV market matures into 2026, Tesla’s pricing strategy will be closely watched for clues about production ramps, new variants like the rumored longer-wheelbase Model Y, and broader profitability goals.
In short, today’s adjustment reflects a company that remains dominant yet pragmatic—willing to test higher pricing where demand supports it. It is unlikely to deter consumers from choosing other options.
Elon Musk cannot be fired from SpaceX, and there’s a reason for that.
In a blunt post on X on Friday, Elon Musk confirmed plans to structurally shield his leadership at SpaceX, ensuring he cannot be fired while tying a potential trillion-dollar compensation package to the company’s long-term goal of establishing a self-sustaining colony on Mars.
Yes, I need to make sure SpaceX stays focused on making life multiplanetary and extending consciousness to the stars, not pandering to someone’s bullshit quarterly earnings bonus!
Obviously, IF SpaceX succeeds in this absurdly difficult goal, it will be worth many orders of…
— Elon Musk (@elonmusk) May 15, 2026
The revelation stems from a Financial Times report detailing SpaceX’s intention to restructure its governance and compensation framework. The moves are designed to protect Musk’s control and align his incentives with the company’s founding mission rather than short-term financial pressures. Musk’s reply left no ambiguity:
“Yes, I need to make sure SpaceX stays focused on making life multiplanetary and extending consciousness to the stars, not pandering to someone’s bullshit quarterly earnings bonus!”
He added that success in this “absurdly difficult goal” would generate value “many orders of magnitude more than the economy of Earth,” though he cautioned that the journey will not be smooth. “Don’t expect entirely smooth sailing along the way,” Musk wrote.
The strategy reflects Musk’s deep concerns about how public-market expectations could derail SpaceX’s core objective. Founded in 2002, SpaceX has repeatedly stated its purpose is to reduce the cost of space travel and ultimately make humanity a multiplanetary species.
Unlike Tesla, which went public in 2010 and has faced repeated battles over Musk’s compensation and board influence, SpaceX remains privately held. Musk has long resisted taking the rocket company public precisely to avoid the quarterly earnings treadmill that forces most CEOs to prioritize short-term stock performance over ambitious, high-risk projects.
By embedding protections against his removal and linking any outsized pay package to verifiable milestones—such as a functioning Mars colony—SpaceX aims to insulate its leadership from activist investors or board members who might demand faster profits or safer bets.
Musk has referenced past experiences, including his ouster from OpenAI and shareholder lawsuits at Tesla, as cautionary tales. In those cases, he argued, external pressures risked diluting the original vision.
Critics may view the arrangement as excessive, especially given Musk’s already substantial voting power and wealth. Supporters, however, argue it is a necessary safeguard for a company pursuing goals measured in decades rather than quarters. Achieving a Mars colony would require sustained investment in Starship development, orbital refueling, life-support systems, and in-situ resource utilization—technologies that may deliver no immediate financial return.
Musk’s post underscores a broader philosophical point: true breakthrough innovation often demands tolerance for volatility and a willingness to ignore conventional business wisdom. As SpaceX prepares for increasingly ambitious Starship test flights and eventual crewed missions, the new governance structure signals that the company’s North Star remains unchanged—humanity’s expansion beyond Earth.
Whether the trillion-dollar package materializes depends on execution, but Musk’s message is clear: SpaceX exists to reach the stars, not to chase the next earnings beat. For investors or employees who share that vision, the protections are not a perk—they are a prerequisite for success.
News
Tesla discloses two Robotaxi crashes to NHTSA
Newly unredacted data filed with the National Highway Traffic Safety Administration (NHTSA) reveals the two incidents.
Tesla has disclosed information on two low-speed crashes that occurred in Austin with its Robotaxi platform. These incidents occurred with teleoperators steering the vehicle, and there were no passengers in the car at the time they happened.
Newly unredacted data filed with the National Highway Traffic Safety Administration (NHTSA) reveals the two incidents.
The first crash took place in July 2025, shortly after Tesla launched its nascent Robotaxi network in Austin. The ADS reportedly struggled to move forward while stopped on a street. A teleoperator assumed control, gradually accelerating and turning left toward the roadside. The vehicle then mounted the curb and struck a metal fence.
In the second incident, in January 2026, the ADS was traveling straight when the safety monitor requested navigation support. The teleoperator took over from a stop, continued forward, and collided with a temporary construction barricade at approximately 9 mph, scraping the front-left fender and tire.
Tesla Robotaxi service in Austin achieves monumental new accomplishment
Tesla has previously told lawmakers that teleoperators are authorized to pilot vehicles remotely—but only at speeds below 10 mph, as the only maneuvers they were approved to perform were repositioning in awkward areas.
“This capability enables Tesla to promptly move a vehicle that may be in a compromising position, thereby mitigating the need to wait for a first responder or Tesla field representative to manually recover the vehicle,” the company stated in filings earlier this year.
Before this week, Tesla redacted the NHTSA reports, but they decided to reveal all 17 Robotaxi incidents recorded since the launch in Austin last Summer. Most of the other crashes involved the Tesla being struck by other road users and were not caused by the self-driving suite itself.
There were other incidents, including two additional self-caused accidents involving the ADS clipping side mirrors on parked cars. In September 2025, one Robotaxi struck a dog that darted into the roadway (the dog escaped unharmed), while another made an unprotected left turn into a parking lot and hit a metal chain.
Although Waymo and Zoox have reported more total crashes, Tesla operates at a far smaller scale. The cautious pace reflects the company’s broader safety concerns; it has been very slow with the Robotaxi rollout to ensure the suite is ready for operation.
Last month, CEO Elon Musk acknowledged that “making sure things are completely safe” remains the primary bottleneck to expanding the network, describing the company’s approach as “very cautious.”
The unredacted filings arrive amid heightened regulatory scrutiny of autonomous vehicles. NHTSA recently closed a separate probe into Tesla’s Full Self-Driving software repeatedly striking parking-lot obstacles such as bollards and chains—a problem that also prompted a recall at Waymo last year.
Tesla Robotaxi has been a widely successful program in its early days of operation, and the transparency Tesla brings here is greatly appreciated. Incidents will happen, of course, but the honesty gives customers and regulators a sense of where Tesla is in terms of developing its self-driving and fully autonomous ride-hailing suite.
Tesla Model Y prices just went up for the first time in two years
Elon Musk explains why he cannot be fired from SpaceX
