Soyuz MS-28 Mission: Successful Docking Overshadowed by Baikonur Launch Pad Failure

On November 27, 2025, the global space community witnessed a complex event characterized by both operational success and significant ground infrastructure failure. The Russian Soyuz MS-28 spacecraft successfully lifted off from the Baikonur Cosmodrome in Kazakhstan, delivering a three-person crew to the International Space Station (ISS). The mission, carrying Roscosmos cosmonauts Sergey Kud-Sverchkov and Sergey Mikaev, along with NASA astronaut Chris Williams, proceeded according to flight parameters, with the spacecraft docking safely with the ISS approximately three hours after launch.

However, the successful orbital insertion was immediately followed by reports of catastrophic damage to the launch infrastructure at Site 31/6. During the liftoff sequence, a critical support structure known as the “service cabin” or mobile service platform failed to retract or lock correctly. Consequently, the immense force of the rocket’s exhaust blasted the structure off its rails, causing it to collapse into the flame trench below. This incident has raised immediate concerns regarding the operational status of Russia’s human spaceflight program.

The significance of this event cannot be overstated. Since the retirement of the historic Site 1 (“Gagarin’s Start”) in 2020, Site 31/6 has served as the sole operational launch pad for crewed Soyuz missions. With the primary infrastructure now sustaining major structural damage, the timeline for future launches remains uncertain. We must now analyze the technical specifics of the failure and the conflicting narratives regarding the repair timeline to understand the broader implications for international space cooperation.

Technical Breakdown of the Site 31/6 Incident

To understand the severity of the damage, it is necessary to examine the specific component that failed. The damaged structure is the Service Cabin (known in Russian as Kabina Obslyzhnivaniya). This massive, multi-level scaffolding is integral to pre-launch operations. It allows technicians access to the rocket’s first and second stages for final inspections, fueling line connections, and the securing of hold-down arms. In standard operations, this cabin retracts into a protective niche prior to ignition to avoid the destructive power of the rocket’s plume.

Reports indicate that during the launch of Soyuz MS-28, the mechanism designed to retract or secure the cabin failed. As the rocket ascended, the exhaust plume struck the exposed structure, tearing it from its mountings and leaving it as a “crumpled mess” in the exhaust pit. This is not merely a cosmetic issue; the service cabin is a custom-built, complex mechanism essential for preparing a rocket for flight. Without it, fueling and finalizing a Soyuz rocket for launch is operationally impossible.

The immediate aftermath confirmed that while the crew was safely en route to the ISS, the ground facility suffered critical damage. This creates a logistical bottleneck. The Baikonur Cosmodrome, leased by Russia from Kazakhstan, currently has no other certified pad ready to support human spaceflight. The redundancy that once existed with multiple active pads has been eroded over the last decade due to funding constraints and the retirement of older facilities.

“As of today, Russia has effectively lost the ability to launch humans into space, something that hasn’t happened since 1961.”

— Vitaly Egorov, Space Analyst.

Conflicting Narratives: Repair Timelines and Future Viability

A significant divergence has emerged between official state statements and independent expert analysis regarding the recovery timeline. Roscosmos, the Russian state space corporation, has publicly acknowledged “damage to a number of elements of the launch pad” but maintains an optimistic outlook. Official channels have stated that the necessary spare parts are available in reserve and that repairs will be completed “very soon.” This narrative suggests that the damage, while dramatic, is manageable within the existing supply chain.

Conversely, independent experts present a far more cautious, if not alarming, assessment. Anatoly Zak, the publisher of RussianSpaceWeb, has estimated that repairs to such a complex, custom-engineered structure could take up to two years. The service cabin is not a standard “off-the-shelf” component; it requires precise engineering to ensure the safety of future crews. If the damage involves the structural foundation of the pad or the rail mechanisms, a quick fix using spare parts may not be sufficient to recertify the site for human spaceflight.

The lack of immediate backup options complicates the situation further. Russia’s new Vostochny Cosmodrome in the Far East was intended to eventually host crewed missions, but it is not yet certified for Soyuz human launches. Certification for Vostochny was projected for the 2026–2027 timeframe. Additionally, the Plesetsk Cosmodrome, while capable of launching Soyuz rockets, is a military site not equipped or certified for ISS crew rotations. This leaves the program in a precarious position, dependent entirely on the speed and success of repairs at Site 31/6.

Implications for the ISS and International Logistics

The grounding of Site 31/6 has immediate ripple effects on the International Space Station’s logistics. The next scheduled Launch from this site was the uncrewed cargo mission, Progress MS-33, slated for December 21, 2025. Given the extent of the damage described by independent observers, it is highly probable that this mission will face delays. A prolonged inability to launch cargo vessels could impact the resupply chain for the station, although other partners currently provide cargo capabilities.

Of greater concern is the schedule for crew rotations. If repairs extend into months or years, as suggested by some analysts, Russia will be unable to rotate its cosmonauts using domestic hardware. This scenario would force a total reliance on the SpaceX Crew Dragon for all ISS crew transportation. While the international partnership is resilient, losing the redundancy of two independent crew launch systems introduces new risks and places additional strain on the remaining operational fleet.

We are currently in a waiting period to see if Roscosmos can substantiate its claim of a rapid repair. The coming weeks will be critical as engineers assess the structural integrity of the flame trench and the availability of the required replacement components. Until Site 31/6 is recertified, the Soyuz MS-28 crew remains safe aboard the ISS, but the path for their successors remains unclear.

Concluding Section

The launch of Soyuz MS-28 will be remembered as a moment of stark contrast: a flawless ascent and docking set against the backdrop of a crumbling infrastructure. While the primary objective of delivering the Expedition 74 crew, Sergey Kud-Sverchkov, Sergey Mikaev, and Chris Williams, was achieved, the destruction of the service cabin at Site 31/6 exposes the fragility of Russia’s current spaceflight capabilities. The incident highlights the risks associated with relying on a single point of failure for critical access to space.

As the situation develops, the space industry will be watching closely to see if the optimistic repair schedules provided by Roscosmos hold true, or if the pessimistic projections of independent experts come to pass. The outcome will determine not only the schedule of upcoming ISS missions but also the broader strategic landscape of human spaceflight in the mid-2020s.

FAQ

Was the crew injured during the incident?
No. The crew of Soyuz MS-28 (Sergey Kud-Sverchkov, Sergey Mikaev, and Chris Williams) arrived safely at the International Space Station. The damage occurred to the ground infrastructure after the rocket had already lifted off.

What exactly was damaged?
The primary damage was to the “service cabin” (mobile service platform) at Site 31/6. It failed to retract properly and was blown into the flame trench by the rocket’s exhaust, suffering major structural damage.

Can Russia launch from a different launch pad?
Currently, no. Site 31/6 is the only active pad certified for crewed Soyuz launches. The historic Site 1 is retired, and the new Vostochny Cosmodrome is not yet certified for human missions.

Sources: Reuters

UniSQ and DLR Successfully Execute GAsFEx-2 Hypersonic Mission

In a significant stride for international aerospace collaboration, the University of Southern Queensland (UniSQ) has successfully completed its second hypersonic flight experiment, known as GAsFEx-2 (Germany Australia Flight Experiment II). Launched on November 12, 2025, from the Esrange Space Center in Sweden, the mission utilized the German Aerospace Center’s (DLR) MAPHEUS-16 sounding rocket. This event marks a pivotal moment for the iLAuNCH Trailblazer program, demonstrating the viability of cost-effective flight testing for hypersonic technologies.

The mission saw the payload ascend to an altitude of approximately 267 kilometers, reaching well into the thermosphere. During the 14-minute flight, the experiment experienced over six minutes of microgravity, providing a pristine environment for data collection. This launch was not merely a repetition of previous efforts but a sophisticated evolution, designed to test advanced avionics and gather critical aerothermodynamic data under real-world hypersonic conditions. The success of this operation underscores the growing capability of Australian institutions to lead complex, multi-national space missions.

At the heart of this achievement is the strategic shift toward a “ride-along” operational model. By integrating the GAsFEx-2 payload into a rocket primarily tasked with materials physics research, the team effectively bypassed the prohibitive costs associated with dedicated hypersonic launches. This approach aligns with the broader goals of the iLAuNCH Trailblazer initiative, which aims to accelerate the commercialization of space research and foster a sovereign space manufacturing sector in Australia.

The “Ride-Along” Model: Reducing Costs and Barriers

One of the most substantial hurdles in hypersonic research has always been the astronomical cost of flight testing. Traditionally, validating technology at speeds exceeding Mach 5 requires booking an entire launch vehicle, a financial burden that often stifles innovation for startups and universities. The GAsFEx-2 mission challenges this paradigm by proving that high-value hypersonic experiments can successfully “hitch a ride” on existing launches. According to project data, this rideshare approach can reduce testing costs by up to 95 percent compared to standalone campaigns.

The technical execution of this model required precise engineering. The GAsFEx-2 experiment was one of 21 different payloads aboard the MAPHEUS-16 rocket. It was integrated specifically into the nosecone to measure temperature and flight conditions during the high-speed ascent without interfering with the primary scientific payloads. This successful integration demonstrates a scalable pathway for frequent, affordable access to hypersonic environments, allowing researchers to iterate designs much faster than previously possible.

We see this mission as a validation of the “flight heritage” concept. For emerging aerospace companies, proving that components function in the harsh environment of space is a prerequisite for commercial adoption. By lowering the barrier to entry, the ride-along model allows entities like HyperFlight Systems to gain this crucial flight heritage without the need for massive capital investment in launch infrastructure.

“This successful flight is a key step toward making hypersonic flight testing more accessible, affordable, and reliable. By demonstrating our ability to design, manufacture and fly ride-along hypersonic payloads, we’re opening new opportunities for industry and academia.”, Professor Ingo Jahn, UniSQ Project Lead.

Strategic Partnerships and Technical Validation

The GAsFEx-2 mission was a complex orchestration of international expertise. While UniSQ led the project and experiment design, the execution relied heavily on the capabilities of the German Aerospace Center (DLR). DLR’s Mobile Rocket Base (MORABA) managed the launch operations, utilizing the MAPHEUS-16 vehicle powered by two “Red Kite” solid rocket motors. This configuration allowed the rocket to carry a record payload mass of 500 kilograms, facilitating the inclusion of multiple experiments.

A critical component of the mission was the involvement of HyperFlight Systems, a Queensland-based aerospace startup established in 2022. The mission provided a platform to test their next-generation avionics hardware and data acquisition systems. Obtaining data from a real hypersonic flight is invaluable; it moves technology from a theoretical Readiness Level (TRL) to a proven status. The avionics monitored the vehicle’s performance, ensuring that the data collected was accurate and retrievable.

Furthermore, the collaboration extended to the Technical University of Munich (TUM), which partnered on simulation and numerical monitoring. This relationship creates a vital feedback loop. The real-world data harvested from the flight is used to validate computer simulations and ground-based tests conducted at UniSQ’s TUSQ hypersonic wind tunnel. This “closing of the loop” ensures that future digital models are more accurate, reducing the risk for subsequent physical tests.

“This collaboration provides a platform for us to prove new avionics designs in a relevant hypersonic environment. Working alongside UniSQ and international partners strengthens Australia’s aerospace capability by building local expertise in hypersonic flight systems.”, Robert Pietsch, Principal Engineer at HyperFlight Systems.

Future Implications for the Aerospace Industry

The successful recovery of the payload and the data it contains signals a shift from pure research to commercial application. The ability to retrieve the experiment intact allows for post-flight analysis of thermal protection systems and structural integrity. This is particularly relevant for the development of reusable hypersonic vehicles, a sector that is garnering significant global attention. The improved recovery mechanisms tested during this mission ensure that sensitive instruments can be reused, further driving down costs.

Looking at the broader picture, the iLAuNCH Trailblazer program’s $180 million investment is beginning to yield tangible results. By linking academic research with industry needs, the program is cultivating a workforce skilled in advanced manufacturing and avionics. The GAsFEx-2 mission serves as a case study for how government-backed initiatives can facilitate international cooperation that benefits local industry. It positions Australian companies not just as participants, but as competent partners in the global space economy.

As we look toward the future, the frequency of these tests is expected to increase. The standardization of the ride-along interface means that future MAPHEUS launches could routinely carry Australian hypersonic experiments. This regularity is essential for rapid prototyping cycles, allowing engineers to test, fail, fix, and fly again within months rather than years. It is a methodology that accelerates innovation and ensures that safety and reliability standards keep pace with technological advancements.

Concluding Section

The GAsFEx-2 mission represents more than just a successful rocket launch; it illustrates a sustainable model for the future of hypersonic research. By leveraging international partnerships and utilizing excess capacity on sounding rockets, UniSQ and its partners have demonstrated a pathway to reduce the financial and logistical barriers that have long hindered the sector. The data gathered from the thermosphere will now feed back into laboratories in Queensland and Munich, refining the models that will design the next generation of aerospace vehicles.

As the global demand for faster, more reliable space access grows, the ability to conduct frequent and affordable flight testing will be a decisive competitive advantage. Through the iLAuNCH Trailblazer program, Australia is securing its foothold in this high-tech domain, proving that with the right collaboration, the sky is no longer the limit.

FAQ

Question: What is the primary goal of the GAsFEx-2 mission?
Answer: The primary goal was to test advanced avionics and gather aerothermodynamic data at hypersonic speeds using a cost-effective “ride-along” model on a DLR sounding rocket.

Question: How does the “ride-along” model benefit researchers?
Answer: It significantly reduces costs, by up to 95%, by allowing hypersonic experiments to hitch a ride on rockets already scheduled for other missions, rather than funding a dedicated launch.

Question: Who are the key partners involved in this project?
Answer: The project is led by the University of Southern Queensland (UniSQ) in partnership with the German Aerospace Center (DLR), HyperFlight Systems, the Technical University of Munich (TUM), and supported by the iLAuNCH Trailblazer program.

Sources

• iLAuNCH Trailblazer

The Future of SLC-37: Analyzing the Final EIS for Starship at Cape Canaveral

On November 20, 2025, the Department of the Air Force (DAF) officially released the Final Environmental Impact Statement (EIS) regarding the redevelopment of Space Launch Complex 37 (SLC-37) at Cape Canaveral Space Force Station (CCSFS). This document marks a pivotal moment in the transition of American spaceflight infrastructure. Following the retirement of United Launch Alliance’s Delta IV Heavy in April 2024, the DAF has selected the “Proposed Action,” effectively authorizing SpaceX to modify, construct, and operate the Starship-Super Heavy launch vehicle from this historic site. We are witnessing a significant shift in operational tempo and capability on the Space Coast.

The decision to lease SLC-37 to SpaceX is driven by a critical requirement to advance United States space capabilities. The Department of Defense (DOD) has identified a pressing need for a dedicated “super-heavy” lift vehicle to ensure assured access to space for national security payloads. While the commercial implications are vast, the primary driver remains the strategic necessity of maintaining orbital dominance. The selection of SLC-37 came after an evaluation of multiple sites, including the undeveloped SLC-50 and SLC-40, but SLC-37 was ultimately chosen for its existing infrastructure and its ability to support the eastward trajectories required for the majority of projected missions.

With the Record of Decision (ROD) issued concurrently with the Final EIS, the regulatory path is clearing, though hurdles remain. The scope of the project is massive, involving not just the repurposing of a launch pad, but a fundamental transformation of the local environment and infrastructure. As we analyze the 2025 report, it becomes clear that while the benefits to space access are substantial, they come with distinct environmental and community impacts that will require rigorous management.

Operational Scope and Infrastructure Development

The scale of operations proposed for SLC-37 is unprecedented for a vehicle of this size. The Final EIS outlines a launch cadence of up to 76 launches annually. Because the Starship system is fully reusable, this also entails up to 152 landings per year, 76 for the Super Heavy booster and 76 for the Starship upper stage. Additionally, the site will host up to 76 static-fire tests annually. To put this in perspective, operations will be split roughly 50/50 between daytime hours (7:00 a.m. to 10:00 p.m.) and nighttime hours (10:00 p.m. to 7:00 a.m.), ensuring a near-constant state of activity at the Cape.

To support this cadence, the physical landscape of SLC-37 will undergo extensive modification. The construction plan includes two massive launch mounts and two integration towers standing approximately 600 feet tall. These structures will dominate the skyline, dwarfing previous infrastructure. Support facilities will include a methane liquefier and an air separation unit to manage the propellant farms. Beyond the pad itself, the logistical requirements necessitate the widening of Phillips Parkway, a stretch of approximately 7 miles, and improvements to Old A1A to accommodate the transport of massive vehicle components from the port to the pad. The total construction footprint is estimated to cover 230 acres.

The operational tempo targets up to 76 annual launches, a figure that signals a new era of high-frequency super-heavy lift operations from the Eastern Range.

The timeline for these developments is aggressive. With the Delta IV Heavy retired as of 2024, the site is currently available for reallocation. Site preparation is expected to take several months, involving heavy truck traffic and a workforce of up to 300 people during the construction phase. Once operational, the facility is expected to add approximately 450 full-time employees to the local workforce. The first Starship launch from SLC-37 is tentatively targeted for 2026, pending the completion of construction and the issuance of a Vehicle Operator License by the Federal Aviation Administration (FAA).

Environmental Impacts and Community Concerns

The Final EIS provides a candid assessment of the environmental realities associated with the Starship program. While many impacts were deemed manageable, the report identifies “Noise and Vibration” as a significant impact area. Specifically, the return of the Super Heavy booster to the launch site will generate sonic booms that will be audible to local communities. The analysis suggests that residents in Titusville, Cocoa Beach, and Cape Canaveral may be exposed to noise levels and overpressures capable of causing annoyance. While the risk of structural damage, such as broken windows or plaster cracks, is categorized as “exceedingly low,” the report acknowledges it is a possibility.

Air Quality and Biological Considerations

Air quality was another major focus of the study. The projected emissions of Nitrogen Oxides (NOx) are estimated to reach approximately 570 tons per year. This figure significantly exceeds the DAF’s “insignificance indicator” of 250 tons per year, leading the agency to classify this as a “potentially significant” impact. To address this, the DAF and SpaceX have agreed to an Adaptive Management strategy. This approach involves continuous monitoring of air quality and the implementation of further controls if emissions do not align with modeled predictions or if ambient air quality standards are threatened.

Biological resources will also face pressure from the development. The construction and subsequent operations are expected to impact federally listed species, including the southeastern beach mouse, the Florida scrub-jay, and various sea turtle species. The EIS details the permanent conversion of approximately 72.3 acres of beach mouse habitat and 47.1 acres of scrub-jay habitat. Furthermore, the intense lighting required for nighttime launches poses a risk of disorienting nesting sea turtles, a critical concern for conservationists on the Space Coast.

Projected NOx emissions are estimated at 570 tons per year, triggering the need for an Adaptive Management strategy to monitor and mitigate air quality impacts.

Despite these challenges, the US Fish and Wildlife Service (USFWS) concluded that the action is not likely to jeopardize the continued existence of these species, provided strict mitigation measures are followed. These measures include contributions to the Canaveral Conservation Fund to offset habitat loss, the implementation of a rigorous Lighting Management Plan (LMP), and pre-construction surveys to relocate gopher tortoises. Regarding noise, SpaceX is required to install water deluge systems and flame diverters to suppress launch acoustics, and a claims process has been established for residents to report potential structural damage.

Conclusion

The release of the Final EIS and the subsequent Record of Decision represents a definitive step forward for the U.S. space industry. By authorizing the redevelopment of SLC-37 for Starship, the Department of the Air Force has prioritized the expansion of heavy-lift capabilities essential for both national defense and commercial exploration. The transition from the Delta IV Heavy to the Starship system signifies a technological leap, moving from expendable legacy rockets to fully reusable, high-cadence launch systems.

However, this progress requires a delicate balance. The identified impacts on noise, air quality, and local wildlife highlight the costs associated with such rapid industrial advancement. The success of this endeavor will depend heavily on the effectiveness of the proposed mitigation strategies and the ongoing cooperation between SpaceX, the DAF, and the surrounding communities. As we look toward the targeted first launch in 2026, the focus will shift from regulatory approval to operational execution and environmental stewardship.

FAQ

Question: When will Starship start launching from SLC-37?
Answer: The first Starship launch from SLC-37 is tentatively targeted for 2026. This timeline is dependent on the completion of site construction and the issuance of a Vehicle Operator License by the FAA.

Question: How many launches will occur each year?
Answer: The Final EIS authorizes up to 76 launches and 152 landings (76 booster landings and 76 ship landings) annually. Operations will be split approximately 50/50 between day and night.

Question: Will the launches be loud?
Answer: Yes. The EIS identifies noise and vibration as a significant impact. Sonic booms generated by the returning booster will be audible in local communities, and noise levels may cause annoyance in areas like Titusville and Cocoa Beach.

Question: What is being done to protect local wildlife?
Answer: Mitigation measures include contributing to the Canaveral Conservation Fund, implementing a Lighting Management Plan to protect sea turtles, and conducting relocation surveys for gopher tortoises. The USFWS has concluded that with these measures, the project will not jeopardize protected species.

Sources

• SpaceX Starship-Super Heavy Cape Canaveral Space Force Station Final Environmental Impact Statement