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Station Conducts Debris Avoidance Maneuver

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On Thursday, flight controllers conducted a Debris Avoidance Maneuver to steer the International Space Station clear of orbital debris. Aboard the orbiting complex, the Expedition 39 crew prepared for the departure of a cargo craft Thursday and tackled a variety of experiments, including the checkout of device that incorporates electrical impulses to keep muscles fit in the absence of gravity.

Playing it conservatively, flight controllers conducted a Pre-Determined Debris Avoidance Maneuver (PDAM) Thursday to raise the altitude of the International Space Station by a half-mile and provide an extra margin of clearance from the orbital path of a spent payload deployment mechanism from an old European Ariane 5 rocket.

NASA and Russian flight controllers tracked the Sylda Adapter for the past few days before jointly deciding to perform the maneuver, which used the ISS Progress 53 thrusters at the aft end of the Zvezda Service Module for a 3 minute, 40 second firing at 4:42 p.m. EDT that provided a reboost for the orbital laboratory.

The Ariane 5 payload deployment mechanism was forecast to pass less than 2/10 of a mile of the station at 7:02 p.m. EDT had no action been taken. The six-man Expedition 39 crew was informed of the maneuver, was never in any danger and did not have to take shelter in their respective Soyuz return vehicles. The maneuver will have no impact on the upcoming launch of a new Russian Progress resupply vehicle on April 9 from the Baikonur Cosmodrome in Kazakhstan to bring almost three tons of supplies to the outpost, or the pending launch of the SpaceX/Dragon commercial launch vehicle later this month from the Cape Canaveral Air Force Station, Fla. to the station.

Space Debris and Human Spacecraft

More than 500,000 pieces of debris, or “space junk,” are tracked as they orbit the Earth. They all travel at speeds up to 17,500 mph, fast enough for a relatively small piece of orbital debris to damage a satellite or a spacecraft.

The rising population of space debris increases the potential danger to all space vehicles, but especially to the International Space Station, space shuttles and other spacecraft with humans aboard.

NASA takes the threat of collisions with space debris seriously and has a long-standing set of guidelines on how to deal with each potential collision threat. These guidelines, part of a larger body of decision-making aids known as flight rules, specify when the expected proximity of a piece of debris increases the probability of a collision enough that evasive action or other precautions to ensure the safety of the crew are needed.

Orbital Debris

Space debris encompasses both natural (meteoroid) and artificial (man-made) particles. Meteoroids are in orbit about the sun, while most artificial debris is in orbit about the Earth. Hence, the latter is more commonly referred to as orbital debris.

Orbital debris is any man-made object in orbit about the Earth which no longer serves a useful function. Such debris includes nonfunctional spacecraft, abandoned launch vehicle stages, mission-related debris and fragmentation debris.

There are more than 20,000 pieces of debris larger than a softball orbiting the Earth. They travel at speeds up to 17,500 mph, fast enough for a relatively small piece of orbital debris to damage a satellite or a spacecraft. There are 500,000 pieces of debris the size of a marble or larger. There are many millions of pieces of debris that are so small they can’t be tracked.

Even tiny paint flecks can damage a spacecraft when traveling at these velocities. In fact a number of space shuttle windows have been replaced because of damage caused by material that was analyzed and shown to be paint flecks.

“The greatest risk to space missions comes from non-trackable debris,” said Nicholas Johnson, NASA chief scientist for orbital debris.

With so much orbital debris, there have been surprisingly few disastrous collisions.

In 1996, a French satellite was hit and damaged by debris from a French rocket that had exploded a decade earlier.

On Feb. 10, 2009, a defunct Russian satellite collided with and destroyed a functioning U.S. Iridium commercial satellite. The collision added more than 2,000 pieces of trackable debris to the inventory of space junk.

China's 2007 anti-satellite test, which used a missile to destroy an old weather satellite, added more than 3,000 pieces to the debris problem.

Tracking Debris

The Department of Defense maintains a highly accurate satellite catalog on objects in Earth orbit that are larger than a softball.

NASA and the DoD cooperate and share responsibilities for characterizing the satellite (including orbital debris) environment. DoD’s Space Surveillance Network tracks discrete objects as small as 2 inches (5 centimeters) in diameter in low Earth orbit and about 1 yard (1 meter) in geosynchronous orbit. Currently, about 15,000 officially cataloged objects are still in orbit. The total number of tracked objects exceeds 21,000. Using special ground-based sensors and inspections of returned satellite surfaces, NASA statistically determines the extent of the population for objects less than 4 inches (10 centimeters) in diameter.

Collision risks are divided into three categories depending upon size of threat. For objects 4 inches (10 centimeters) and larger, conjunction assessments and collision avoidance maneuvers are effective in countering objects which can be tracked by the Space Surveillance Network. Objects smaller than this usually are too small to track and too large to shield against. Debris shields can be effective in withstanding impacts of particles smaller than half an inch (1 centimeter).

Planning for and Reacting to Debris

NASA has a set of long-standing guidelines that are used to assess whether the threat of such a close pass is sufficient to warrant evasive action or other precautions to ensure the safety of the crew.

These guidelines essentially draw an imaginary box, known as the “pizza box" because of its flat, rectangular shape, around the space vehicle. This box is about a mile deep by 30 miles across by 30 miles long (1.5 x 50 x 50 kilometers), with the vehicle in the center. When predictions indicate that the debris will pass close enough for concern and the quality of the tracking data is deemed sufficiently accurate, Mission Control centers in Houston and Moscow work together to develop a prudent course of action.

Sometimes these encounters are known well in advance and there is time to move the station slightly, known as a “debris avoidance maneuver” to keep the debris outside of the box. Other times, the tracking data isn’t precise enough to warrant such a maneuver or the close pass isn’t identified in time to make the maneuver. In those cases, the control centers may agree that the best course of action is to move the crew into the Soyuz spacecraft that are used to transport humans to and from the station. This allows enough time to isolate those spaceships from the station by closing hatches in the event of a damaging collision. The crew would be able to leave the station if the collision caused a loss of pressure in the life-supporting module or damaged critical components. The Soyuz act as lifeboats for crew members in the event of an emergency.

Mission Control also has the option of taking additional precautions, such as closing hatches between some of the station’s modules, if the likelihood of a collision is great enough.

Maneuvering Spacecraft to Avoid Orbital Debris

NASA has a set of long-standing guidelines that are used to assess whether the threat of a close approach of orbital debris to a spacecraft is sufficient to warrant evasive action or precautions to ensure the safety of the crew.

Debris avoidance maneuvers are planned when the probability of collision from a conjunction reaches limits set in the space shuttle and space station flight rules. If the probability of collision is greater than 1 in 100,000, a maneuver will be conducted if it will not result in significant impact to mission objectives. If it is greater than 1 in 10,000, a maneuver will be conducted unless it will result in additional risk to the crew.

Debris avoidance maneuvers are usually small and occur from one to several hours before the time of the conjunction. Debris avoidance maneuvers with the shuttle can be planned and executed in a matter of hours. Such maneuvers with the space station require about 30 hours to plan and execute mainly due to the need to use the station’s Russian thrusters, or the propulsion systems on one of the docked Russian or European spacecraft.

Several collision avoidance maneuvers with the shuttle and the station have been conducted during the past 10 years.

NASA implemented the conjunction assessment and collision avoidance process for human spaceflight beginning with shuttle mission STS-26 in 1988. Before launch of the first element of the International Space Station in 1998, NASA and DoD jointly developed and implemented a more sophisticated and higher fidelity conjunction assessment process for human spaceflight missions.

In 2005, NASA implemented a similar process for selected robotic assets such as the Earth Observation System satellites in low Earth orbit and Tracking and Data Relay Satellite System in geosynchronous orbit.

In 2007, NASA extended the conjunction assessment process to all NASA maneuverable satellites within low Earth orbit and within 124 miles (200 kilometers) of geosynchronous orbit.

DoD’s Joint Space Operations Center (JSpOC) is responsible for performing conjunction assessments for all designated NASA space assets in accordance with an established schedule (every eight hours for human spaceflight vehicles and daily Monday through Friday for robotic vehicles). JSpOC notifies NASA (Johnson Space Center for human spaceflight and Goddard Space Flight Center for robotic missions) of conjunctions which meet established criteria.

JSpOC tasks the Space Surveillance Network to collect additional tracking data on a threat object to improve conjunction assessment accuracy. NASA computes the probability of collision, based upon miss distance and uncertainty provided by JSpOC.

Based upon specific flight rules and detailed risk analysis, NASA decides if a collision avoidance maneuver is necessary.

If a maneuver is required, NASA provides planned post-maneuver orbital data to JSpOC for screening of near-term conjunctions. This process can be repeated if the planned new orbit puts the NASA vehicle at risk of future collision with the same or another space object.

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Expedition 39 Commander Koichi Wakata seems very elated that three new members of the crew have brought up food and supplies, especially fresh fruit, as depicted in this photo.
Image Credit: 
NASA
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Following the crew’s normal 2 a.m. EDT wakeup and a daily planning conference with flight control teams around the world, Commander Koichi Wakata began the workday with the Hybrid Training experiment. This Japan Aerospace Exploration Agency study takes a look the health benefits of applying electric stimulation to a muscle opposing the voluntary contraction of an active muscle. Crew members currently exercise two hours every day to combat the loss of muscle mass and bone density that occurs during long-duration spaceflight. Wakata will test the Hybrid Training approach on one arm for four weeks and compare it to his other arm. In addition to providing a backup to the traditional exercise devices aboard the station, Hybrid Training may be useful in keeping astronauts fit as they travel beyond low Earth orbit aboard smaller spacecraft.
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Afterward, Wakata moved into the station’s cupola and spoke with TV Tokyo as the station flew over Japan.
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Flight Engineer Rick Mastracchio meanwhile set up and performed the Interior Corner Flow test for Capillary Flow Experiment, which takes a close look at how fluids flow across surfaces with complex geometries in a weightless environment. Results from this experiment will improve computer models used to design fluid transfer systems and fuel tanks on future spacecraft. These systems are crucial as NASA develops technologies that will take astronauts deeper into space than ever before.

After a break for lunch, Mastracchio discussed station systems and experiment facilities with Flight Engineer Steve Swanson, who arrived aboard the station on March 27 along with Soyuz TMA-12M crewmates Alexander Skvortsov and Oleg Artemyev. As the Expedition 39 crew’s newest flight engineers, Swanson, Skvortsov and Artemyev also had time set aside on their own throughout the day for crew orientation to become accustomed to living and working aboard the station during their first two weeks on orbit.

As part of the routine maintenance to keep the U.S. spacesuits ready to support a contingency spacewalk, Wakata wrapped up the recharge of a spacesuit battery and stowed equipment in the Quest airlock.

Wakata rounded out the day replacing a manifold bottle in the Combustion Integrated Rack. This facility, which includes an optics bench, combustion chamber, fuel and oxidizer control and five different cameras, allows a variety of combustion experiments to be performed safely aboard the station. Experiments performed in this facility could lead to improvements in spacecraft materials selection and strategies for putting out accidental fires aboard spacecraft. The research also provides scientists with improved computational models that will aid in the design of fire detection and suppression systems here on Earth.

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Flight Engineer Rick Mastracchio conducts a session with the Capillary Flow Experiment (CFE-2) in the Harmony node of the International Space Station.
Image Credit: 
NASA
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On the Russian side of the complex, Flight Engineer Mikhail Tyurin continued getting the ISS Progress 54 cargo craft ready for its departure from the station on Monday. The veteran cosmonaut packed additional trash into the craft and installed the docking mechanism, while the Russian ground team commanded the vehicle to purge its propellant lines. Progress 54 will undock from the Pirs docking compartment Monday at 9:58 a.m. to begin 11 days of engineering tests before it is sent to a destructive re-entry over the Pacific Ocean on April 18.

The departure of Progress 54 will clear the way for ISS Progress 55, which is scheduled to launch from the Baikonur Cosmodrome in Kazakhstan on April 9 at 11:26 a.m. (9:26 p.m., Kazakh time) and dock with Pirs at 5:16 p.m. the same day.

Skvortsov and Artemyev conducted a test of the video downlink to provide flight controllers a view of the departure of Progress.

Skvortsov also performed routine maintenance on the life-support system in the Zvezda service module, and Tyurin and Artemyev worked with the Elektron oxygen generator.

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Flight Engineer Oleg Artemyev enjoys the view from the International Space Station's cupola.

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Quelle: NASA

 
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