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SpaceX’s first high-flying, triple-Raptor Starship is almost finished
SpaceX’s first high-flying, triple-engine Starship prototype is rapidly approaching completion at the same time as the company is preparing for the rocket’s predecessor to lift off on its inaugural test flight.
Known as serial number 5 (SN5), it will be the fifth full-scale Starship prototype completed by SpaceX since November 2019 and the fourth since late-January 2020. Following in the footsteps of Mk1, SN1, SN3, and SN4, SpaceX CEO Elon Musk has recently stated that Starship SN5 will be the first prototype to have three Raptor engines and a nosecone installed and could be the first to be outfitted with new and improved aerodynamic control surfaces.
In the meantime, Starship SN4 is perhaps less than 30 hours away from performing a third Raptor static fire test, potentially paving the way for the biggest challenge yet for a full-scale Starship prototype: powered flight. Scheduled no earlier than 9am CDT (14:00 UTC), May 13th, Starship SN4’s next static fire is meant to ensure that a replacement Raptor engine is functioning properly. If successful, the building-sized rocket will effectively be ready to attempt its first launch – also a first for the Starship program overall – pending FAA approval.
As illustrated in the unofficial diagram above, nearly all of the individual sections that will make up Starship SN5 appear to be more or less complete, excluding some ambiguity added by the interchangeable nature of some of the steel rings all Starships are built out of. For the current design and assembly strategy, Starships are comprised of eight separate sections, themselves made up of stacks of 2-4 steel rings. Altogether, excluding the conical nose section, a single Starship requires approximately 20 of those ~1.8m (6 ft) tall steel rings to reach its full height.
Currently, SpaceX has been focused on testing just the tank section of Starship prototypes, representing the vast majority of the technical challenges that must be solved to fully realize the next-generation launch vehicle’s ambitions. Excluding a smaller secondary liquid oxygen tank situated in the tip of Starship nosecones, the nose section is effectively irrelevant – putting the cart before the horse – until Starship tank sections are more of a known quantity.
When that would be the case was entirely up in the air until just the last week or so, when Starship SN4 became the first full-scale prototype to pass a cryogenic proof test, perform a wet dress rehearsal (WDR) with real propellant, complete static fire(s) with a Raptor engine installed, and – finally – pass a more challenging cryogenic pressure test in quick succession. With those milestones passed for the first time ever, SpaceX has effectively proven that it’s solved the what is arguably the most unprecedented aspect of its Starship program: building orbital-class pressure vessels for pennies on the dollar on the South Texas coast.
Of course, doing it once with Starship SN4 is not the same as fully confirming that SpaceX’s extremely exotic South Texas rocket factory is capable of producing repeatable results with future rockets. While incredibly improbable, Starship SN4’s multiple successes could be a fluke. Additionally, as Musk has noted, the goal is to complete two entire Starships every week once the factory is fully optimized. SpaceX has already achieved a monthly production rate for its current line of prototypes, an extremely encouraging sign for the practicality of Musk’s stretch goal.
In the prototype stage, that speed of production has been incredibly useful, enabling SpaceX to move at a pace of launch vehicle development almost unheard of since NASA’s Apollo Program. At the moment, Starship SN4 has passed all tests thrown at it so far and will soon be attempting the riskiest Starship test yet with its inaugural hop attempt. If the ship were to be destroyed, one would traditionally expect a bare minimum of a few months of program delay. Instead, Starship SN5 could be more or less complete even before SN4 receives FAA permission for its first flight, meaning that a replacement will already be ready to roll to the launch pad if or when SN4 is destroyed.
In a best-case scenario, if Starship SN4 continues to pass the tests thrown at it, including one or several hops, SpaceX will instead be entering a new phase indicative of what’s to come: the concurrent testing and operation of a fleet of Starships. A step further, if Starship SN4 succeeds, Starship SN5 appears to be on track to become the first prototype to have a full three Raptor engines and a nosecone installed, as well as the first to attempt a high-altitude (20 km/12 mi) flight test.
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Tesla gathers 93,000 FSD miles in a country where FSD isn’t approved – here’s how
Tesla has quietly logged an impressive 93,000 miles (roughly 150,000 km) of autonomous driving at its Giga Berlin factory—using Full Self-Driving (FSD) in a country where the technology remains unavailable to consumers on public roads.
Tesla has gathered 93,000 Full Self-Driving miles in a country where Full Self-Driving is not even approved. Here’s how.
Tesla has quietly logged an impressive 93,000 miles (roughly 150,000 km) of autonomous driving at its Giga Berlin factory—using Full Self-Driving (FSD) in a country where the technology remains unavailable to consumers on public roads.
The milestone, revealed alongside news that Giga Berlin has now built 750,000 Model Y vehicles, highlights how Tesla is putting its AI to work in one of the most controlled environments imaginable: it’s own factory floor.
Every Model Y that rolls off the final assembly line at Giga Berlin doesn’t need a human driver to reach the outbound lot. Instead, the freshly built vehicles engage FSD and navigate themselves across the factory campus.
The Tesla Model Ys rolling off the production line at Giga Berlin have now driven themselves on FSD a combined 93,000 miles from the end of the production line to the outbound lot. https://t.co/6RhL3W4q4p pic.twitter.com/DOKKHUcSSL
— Sawyer Merritt (@SawyerMerritt) May 11, 2026
The route—from the end of the production line through marked internal pathways to the staging area where cars await delivery or export—is entirely on private property. No public roads, no mixed traffic, and no regulatory hurdles for on-road autonomous operation.
It’s a closed-loop system: wide lanes, predictable layouts, minimal pedestrians, and consistent conditions that make it one of the simplest proving grounds for the software.
A short factory tour video shared by Tesla Manufacturing shows General Assembly team member Jan explaining the process. Gesturing beside a glossy black Model Y still wearing its protective wrap, he notes the cumulative distance the fleet has covered autonomously.
Tesla Giga Berlin seems to be using FSD Unsupervised to move Model Y units
The cars handle the short drive flawlessly, freeing up workers who would otherwise spend hours shuttling vehicles manually. For a high-volume plant like Giga Berlin, the time and labor savings add up quickly. Even small gains in cycle time per car can reclaim valuable space in the outbound lot and streamline logistics.
This internal deployment serves multiple purposes. First, it delivers zero-cost validation data. Each factory run exposes FSD to real-world physics—acceleration, steering precision, obstacle avoidance—in a repeatable setting far safer than public testing.
Second, it demonstrates the system’s readiness at scale. If FSD can reliably move thousands of brand-new cars without intervention inside a busy factory, it underscores the robustness of the vision-based, end-to-end neural network Tesla has been refining.
Critics often point to Europe’s cautious regulatory stance on unsupervised autonomy, yet Tesla has turned that limitation into an advantage. While owners in Germany still cannot activate consumer FSD on highways or city streets, the software is already proving its worth behind the factory gates.
The 93,000 miles represent not just internal efficiency gains but a subtle flex: the cars are manufactured ready to navigate autonomously, at least in the bounds of the factory. It’s a big feather in the cap of FSD, even if regulators have yet to green-light broader use.
As Giga Berlin continues ramping output, expect this autonomous logistics loop to grow. What began as a practical workaround for moving finished vehicles has quietly become one of the most compelling real-world showcases of FSD’s potential—right in the heart of regulated Europe. Tesla isn’t waiting for approval to perfect its autonomy; it’s already driving the future, one factory mile at a time.
Elon Musk
Elon Musk reveals how SpaceX is always on board Air Force One
Musk confirmed Tuesday that Starlink internet is live and kicking on Air Force One. Responding with a simple “Yup!” to a post showing him and Nvidia CEO Jensen Huang aboard the presidential jet en route to Beijing with President Trump, Musk proved the point: America’s most important aircraft now has seamless, high-speed satellite connectivity—even over the middle of the Pacific.
Air Force One, the official call sign for a U.S. Air Force aircraft carrying the President, now runs on SpaceX Starlink, CEO Elon Musk revealed.
Musk confirmed Tuesday that Starlink internet is live and kicking on Air Force One. Responding with a simple “Yup!” to a post showing him and Nvidia CEO Jensen Huang aboard the presidential jet en route to Beijing with President Trump, Musk proved the point: America’s most important aircraft now has seamless, high-speed satellite connectivity—even over the middle of the Pacific.
Yup!
— Elon Musk (@elonmusk) May 13, 2026
The timing couldn’t be more symbolic. With trillion-dollar CEOs and the President sharing the cabin, Starlink wasn’t just a nice-to-have—it was mission-critical. No more spotty signals or dropped calls. Instead, real-time video conferences, secure data transfers, and global coordination at Mach speed.
Starlink’s aviation push has already transformed commercial and private flying. Dozens of major airlines have signed on or begun rollouts.
Hawaiian Airlines, United Airlines, Qatar Airways, Air France, SAS, WestJet, airBaltic, and Emirates (now equipping its Boeing 777 and A380 fleets) offer Starlink Wi-Fi to passengers. Lufthansa plans to follow in late 2026.
On private jets, the upgrade is even hotter: owners and charter companies report skyrocketing demand because Starlink turns cabins into flying boardrooms.
Starlink gets its latest airline adoptee for stable and reliable internet access
The advantages are massive. Traditional in-flight Wi-Fi relied on slow, high-latency geostationary satellites or ground-based systems that cut out over oceans and remote areas. Starlink’s low-Earth-orbit constellation delivers blazing speeds—often exceeding 200 Mbps download with latency as low as 25-60 milliseconds—gate-to-gate, from takeoff to landing.
Passengers stream 4K video, join Zoom calls, or work in the cloud without buffering. Pilots get real-time weather, NOTAM updates, and live ATC data. Even private-jet travelers get the benefits, as it means productivity that rivals the office.
On Air Force One, those benefits become strategic superpowers. The presidential aircraft demands unbreakable communications for national security, diplomacy, and crisis response. Starlink provides global coverage with no dead zones, offering redundancy against traditional systems that could fail in contested airspace or during long-haul flights.
It enables the President and staff to maintain secure links with the Pentagon, allies, or business leaders anywhere on Earth. During the Beijing trip, it likely facilitated direct coordination on trade, tech, and AI—proving the system’s reliability for the highest-stakes missions.
Critics once dismissed Starlink as a rich-person toy or military experiment. Now, it’s the backbone of commercial fleets, private aviation, and the world’s most visible symbol of American power, and it is providing stable internet to travelers.
With over 2,000 commercial aircraft committed and private-jet installations booming, Starlink is rewriting the rules of connected flight, and it seems like each week, a new airline is choosing to use it for on-flight connectivity.
For Air Force One, it’s more than faster Wi-Fi. It’s uninterrupted command-and-control in an increasingly connected world—ensuring the President never has to go dark at altitude. Elon Musk just made sure of it.
Elon Musk
SpaceX unveils sweeping Starship V3 upgrades ahead of May 19 launch
SpaceX has released a detailed list of changes for Starship Version 3, the next iteration of its fully reusable super-heavy-lift vehicle. Scheduled for its maiden flight as early as May 19 from Starbase in Texas, Starship V3 incorporates dozens of redesigns across the Super Heavy booster, Starship upper stage, Raptor 3 engines, and Launch Pad 2.
SpaceX has unveiled sweeping upgrades to its Starship v3 rocket ahead of the upcoming May 19 launch.
SpaceX has released a detailed list of changes for Starship Version 3, the next iteration of its fully reusable super-heavy-lift vehicle. Scheduled for its maiden flight as early as May 19 from Starbase in Texas, Starship V3 incorporates dozens of redesigns across the Super Heavy booster, Starship upper stage, Raptor 3 engines, and Launch Pad 2.
Elon Musk reveals date of SpaceX Starship v3’s maiden voyage
The updates focus on simplification, mass reduction, reliability, and enabling core capabilities like rapid reusability, in-orbit refueling, Starlink deployment, and crewed missions to the Moon and Mars.
Collectively, these modifications mark a major step-change. By reducing dry mass, improving thermal protection, and integrating systems for orbital operations, Starship V3 aims to transition from test vehicle to operational infrastructure.
Here is an explicit, broken-down list of the key changes, first starting with the changes to Super Heavy V3:
- Grid Fin Redesign: Reduced from four fins to three. Each fin is now 50% larger and stronger, repositioned for better catching and lifting performance. Fins are lowered on the booster to reduce heat exposure during hot staging, with hardware moved inside the fuel tank for protection.
- Integrated Hot Staging: Eliminates the old disposable interstage shield. The booster dome is now directly exposed to upper-stage engine ignition, protected by tank pressure and steel shielding. Interstage actuators retract after separation.
- New Fuel Transfer System: Massive redesign of the fuel transfer tube—roughly the size of a Falcon 9 first stage—enables simultaneous startup of all 33 Raptors for faster, more reliable flip maneuvers.
- Engine Bay / Thermal Protection: Engine shrouds removed entirely; new shielding added between engines. Propulsion and avionics are more tightly integrated. CO₂ fire suppression system deleted for a simpler, lighter aft section.
- Propellant Loading Improvements: Switched from one quick disconnect to two separate systems for added redundancy and reduced pad complexity.
Next, we have the changes to Starship V3:
- Completely Redesigned Propulsion System: Clean-sheet redesign supports new Raptor startup, larger propellant volume, and an improved reaction control system while reducing trapped or leaked propellant risk.
- Aft Section Simplification: Fluid and electrical systems rerouted; engine shrouds and large aft cavity deleted.
- Flap Actuation Upgrade: Changed from two actuators per flap to one actuator with three motors for better redundancy, mass efficiency, and lower cost.
- Faster Starlink Deployment: Upgraded PEZ dispenser enables quicker satellite release.
- Long-Duration Spaceflight Capability: New systems for long orbital coasts, orbital refueling, cryogenic fluid management, vacuum-insulated header tanks, and high-voltage cryogenic recirculation.
- Ship-to-Ship Docking + Refueling: Four docking drogues and dedicated propellant transfer connections added to support in-space refueling architecture.
- Avionics Upgrades: 60 custom avionics units with integrated batteries, inverters, and high-voltage systems (9 MW peak power). New multi-sensor navigation for precision autonomous flight. RF sensors measure propellant in microgravity. ~50 onboard camera views and 480 Mbps Starlink connectivity for low-latency communications.
Next are the changes to the Raptor 3 Engine:
- Higher Thrust: Sea-level Raptors increased from 230 tf (507k lbf) to 250 tf (551k lbf); vacuum Raptors from 258 tf (568k lbf) to 275 tf (606k lbf).
- Lower Mass: Sea-level engine mass reduced from 1630 kg to 1525 kg.
- Simpler Design: Sensors and controllers integrated into the engine body; shrouds eliminated; new ignition system for all variants. Results in ~1 ton of vehicle-level weight savings per engine.
Finally, the upgrades to Launch Pad 2 are as follows:
- Faster propellant loading via larger farm and more pumps.
- Chopstick improvements: shorter arms, electromechanical actuators (replacing hydraulic) for reliability.
- Stronger quick-disconnect arm that swings farther away.
- Redesigned launch mount for better load handling and protection.
- New bidirectional flame diverter eliminates post-launch ablation and refurbishment.
- Hardened propellant systems with separated methane/oxygen lines and protected valves/filters.
SpaceX states these elements “are designed to enable a step-change in Starship capabilities and aim to unlock the vehicle’s core functions, including full and rapid reuse, in-space propellant transfer, deployment of Starlink satellites and orbital data centers, and the ability to send people and cargo to the Moon and Mars.”
With these upgrades, Starship V3 is poised for an epic test flight that could accelerate humanity’s multiplanetary future. The rapid pace of iteration underscores SpaceX’s relentless drive toward making life multiplanetary. Launch watchers are in for a spectacular show.
Tesla gathers 93,000 FSD miles in a country where FSD isn’t approved – here’s how
Elon Musk reveals how SpaceX is always on board Air Force One
