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88 records · Page 5

Self-Aware Vehicles: Mission and Performance Adaptation to System Health

Advances in sensing (miniaturization, distributed sensor networks) combined with improvements in computational power leading to significant gains in perception, real-time decision making/reasoning and dynamic planning under uncertainty as well as big data predictive analysis have set the stage for realization of autonomous system capability. These advances open the design and operating space for self-aware vehicles that are able to assess their own capabilities and adjust their behavior to either complete the assigned mission or to modify the mission to reflect their current capabilities. This paper discusses the self-aware vehicle concept and associated technologies necessary for full exploitation of the concept. A self-aware aircraft, spacecraft or system is one that is aware of its internal state, has situational awareness of its environment, can assess its capabilities currently and project them into the future, understands its mission objectives, and can make decisions under uncertainty regarding its ability to achieve its mission objectives.

Gregory, Irene M.↗

Real-Time Science Operations to Support a Lunar Polar Volatiles Rover Mission

Future human exploration of the Moon will likely rely on in situ resource utilization (ISRU) to enable long duration lunar missions. Prior to utilizing ISRU on the Moon, the natural resources (in this case lunar volatiles) must be identified and characterized, and ISRU demonstrated on the lunar surface. To enable future uses of ISRU, NASA and the CSA are developing a lunar rover payload that can (1) locate near subsurface volatiles, (2) excavate and analyze samples of the volatile-bearing regolith, and (3) demonstrate the form, extractability and usefulness of the materials. Such investigations are important both for ISRU purposes and for understanding the scientific nature of these intriguing lunar volatile deposits. Temperature models and orbital data suggest near surface volatile concentrations may exist at briefly lit lunar polar locations outside persistently shadowed regions. A lunar rover could be remotely operated at some of these locations for the approx. 2-14 days of expected sunlight at relatively low cost. Due to the limited operational time available, both science and rover operations decisions must be made in real time, requiring immediate situational awareness, data analysis, and decision support tools. Given these constraints, such a mission requires a new concept of operations. In this paper we outline the results and lessons learned from an analog field campaign in July 2012 which tested operations for a lunar polar rover concept. A rover was operated in the analog environment of Hawaii by an off-site Flight Control Center, a rover navigation center in Canada, a Science Backroom at NASA Ames Research Center in California, and support teams at NASA Johnson Space Center in Texas and NASA Kennedy Space Center in Florida. We find that this type of mission requires highly efficient, real time, remotely operated rover operations to enable low cost, scientifically relevant exploration of the distribution and nature of lunar polar volatiles. The field demonstration illustrated the need for science operations personnel in constant communications with the flight mission operators and the Science Backroom to provide immediate and continual science support and validation throughout the mission. Specific data analysis tools are also required to enable immediate data monitoring, visualization, and decision making. The field campaign demonstrated that this novel methodology of real-time science operations is possible and applicable to providing important new insights regarding lunar polar volatiles for both science and exploration.

Moon; Volatiles; Rover; Missions↗

Multi-Agent System for Managing Human Activities in Space Operations

In manned space operations today, the astronauts' activity schedules are preplanned and adjusted daily on Earth. We have developed the Distributed Collaboration and Interaction (DCI) multi-agent system to investigate automating aspects of human activity management. The DCI System assists (1) plan generation, (2) human activity tracking, (3) plan revision, and (4) mixed initiative interaction with the plan. We have deployed and evaluated the DCI system at JSC to assist control engineers in managing anomaly handling activities for automated life support systems. DCI operated round the clock for 20 months in the Water Research Facility at JSC. Using this software, we reduced anomaly response time by engineers from up to 10 hours in previous tests to under an hour. Based on this evaluation, we conclude that agent assistance for schedule management has potential to improve astronaut activity awareness and reduce response time in situations where crew are interrupted to handle anomalies.

Schrenkenghost, Debra↗

Application of the Global Precipitation Forecast dataset for Global Landslide Forecasting System

Landslides are extremely damaging, pervasive and cause fatalities and economic impacts. Extreme rainfall events, coupled with inopportune surface conditions, are the primary triggers of landslides around the world. Forecasting landslide events represent an area of open research. A global Landslide Hazard Assessment for Situational Awareness (LHASA) model has been created that provides near real-time dynamic landslide characterization using Integrated Multi-Satellite Retrievals for Global Precipitation Mission (IMERG). However, it does not provide information on prediction of landslides into future. This study considers how global precipitation forecast data compares to satellite rainfall at different spatiotemporal scales and outlines the potential for its use in landslide hazard prediction/forecasting system. NASA Goddard Earth Observing System (GEOS)-Forecast model assimilates new observations every 6 hours, at 00, 06, 12, and 18 UTC. The GEOS-Forecast model is initialized at 00 UTC and is evaluated with IMERG Early, using Multi-Radar Multi-Sensor gauge corrected (MRMS-GC) precipitation product as a reference over contiguous United States (CONUS). Categorical and continuous statistics along with probability density functions and cumulative distribution functions are considered to assess the performance of the precipitation products, with a focus on landslide hotspots. Seasonality appears to influence the performance of both the GEOS-Forecast and IMERG Early product. Moreover, the global comparison between the GEOS-Forecast and IMERG Early is carried out in terms of percentile difference, correlation, and bias maps. For extreme rainfall events in regions such as Mekong, Colombia, and Tajikistan, GEOS-Forecast appears to resolve high rainfall relative to IMERG Early more frequently. Validation over landslide points reveal that for 24hr rainfall accumulations > 100mm, GEOS-Forecast and IMERG coincide. GEOS-Forecast and IMERG Early precipitation matches more closely for tropical cyclones than other types of storms. Overall, the performance varies with respect to location, rainfall intensities, and type of precipitation events.

Sana Khan↗

Human-Autonomy Teaming Research in Support of m:N Operations

Since 2019, the NASA and industry partners have been involved in research focused on a novel paradigm for operations of remotely piloted aircraft. This paradigm involves multiple people sharing a fleet of multiple vehicles between them. Referred to as m:N (pronounced “em-to-en”), this configuration describes a ratio where m is the number of operators and N is the number of vehicles. Through force and asset multiplication, the m:N concept seeks to enable a scalable and resilient operation of remotely crewed vehicles. The primary means of obtaining such a robust operation is through allowing a flexible crew of variable size to dynamically attend to the needs of assets in while performing real-time operator workload management. It is in that sense that assets are shared between operators: as needed (such as in events of elevated workload) an operator in an m:N context can “handoff” the responsibility for some amount of assets, nh < N, to be absorbed by the m – 1 crew members on staff. At some time later, these nh assets could be returned to their original owner or they may be further distributed to other crew if called for by the mission. During this panel, I will elaborate on the research activity undertaken by the Human-Autonomy Teaming (HAT) Laboratory at NASA Ames Research Center over the previous three years. The studies conducted by the HAT Lab range from interviews with subject matter experts, a cognitive walkthrough, a task analysis, and two simulation experiments to-date. During experimentation, pilots made use of an advanced Ground Control Station developed by the HAT Lab and industry partners to simulate m:N operations in two large, metropolitan areas of Southern California: Los Angeles and San Diego. Further experimentation planned over the next few years. Results from our research to-date indicates that pilots of a moderately sized fleet of about a dozen remotely crewed aircraft adequately maintained safety performance and situation awareness of their aircraft, even when presented with unexpected situations of heightened workload.

multi-vehicle control↗

Impact of Conflict Avoidance Responsibility Allocation on Pilot Workload in a Distributed Air Traffic Management System

Pilot workload was examined during simulated flights requiring flight deck-based merging and spacing while avoiding weather. Pilots used flight deck tools to avoid convective weather and space behind a lead aircraft during an arrival into Louisville International airport. Three conflict avoidance management concepts were studied: pilot, controller or automation primarily responsible. A modified Air Traffic Workload Input Technique (ATWIT) metric showed highest workload during the approach phase of flight and lowest during the en-route phase of flight (before deviating for weather). In general, the modified ATWIT was shown to be a valid and reliable workload measure, providing more detailed information than post-run subjective workload metrics. The trend across multiple workload metrics revealed lowest workload when pilots had both conflict alerting and responsibility of the three concepts, while all objective and subjective measures showed highest workload when pilots had no conflict alerting or responsibility. This suggests that pilot workload was not tied primarily to responsibility for resolving conflicts, but to gaining and/or maintaining situation awareness when conflict alerting is unavailable.

Ligda, Sarah V.↗

Prospecting for Polar Volatiles: Results from the Resolve Field

Both the Moon and Mercury evidently host ice and other volatile compounds in cold traps at the planets poles. Determining the form, spatial distribution, and abundance of these volatiles at the lunar poles can help us understand how and when they were delivered and emplaced. This bears directly on the delivery of water and prebiotic compounds to the inner planets over the solar system s history, and also informs plans for utilizing the volatiles as resources for sustained human exploration as well as the commercial development of space. Temperature models and orbital data suggest near-surface volatile concentrations may exist at polar locations not strictly in permanent shadow. Remote operation of a robotic lunar rover mission for the 7-10 days of available sunlight would permit key questions to be answered. But such a short, quick-tempo mission has unique challenges and requires a new concept of operations. Both science and rover operations decisionmaking must be done in real time, requiring immediate situational awareness, data analysis, and decision support tools.

Elphic, Richard C.↗

A Heuristic Approach to Global Landslide Susceptibility Mapping

Landslides can have significant and pervasive impacts to life and property around the world. Several attempts have been made to predict the geographic distribution of landslide activity at continental and global scales. These efforts shared common traits such as resolution, modeling approach, and explanatory variables. The lessons learned from prior research have been applied to build a new global susceptibility map from existing and previously unavailable data. Data on slope, faults, geology, forest loss, and road networks were combined using a heuristic fuzzy approach. The map was evaluated with a Global Landslide Catalog developed at the National Aeronautics and Space Administration, as well as several local landslide inventories. Comparisons to similar susceptibility maps suggest that the subjective methods commonly used at this scale are, for the most part, reproducible. However, comparisons of landslide susceptibility across spatial scales must take into account the susceptibility of the local subset relative to the larger study area. The new global landslide susceptibility map is intended for use in disaster planning, situational awareness, and for incorporation into global decision support systems.

mapping↗

Urban Air Mobility: A Control-Centric Approach to Addressing Technical Challenges

Urban Air Mobility (UAM) is an emerging aviation sector and is playing an integral part in the on-demand mobility revolution. UAM is powered by the convergence of advances in distributed electrical propulsion (DEP) and vehicle autonomy. The complexity of operations in the urban environment and the unconventional vehicle configurations designed to take advantage of new propulsion technologies, result in numerous challenges that benefit from a control-centric approach. In this talk we outline some of these challenges and present our current approach to addressing them. For example, in order to achieve full market potential and access to UAM, vehicle autonomous flight is required. A key barrier to autonomous flight in a large multi-agent system is dealing with off-nominal situations and contingencies in a safe and predictable manner. We present our approach to intelligent contingency management, and share recent results and open problems. Additionally, we discuss another major barrier to ubiquitous UAM – the noise signature produced by vehicles with multiple rotors. We present our approach to minimizing such noise within the framework of the acoustically-aware vehicle.

UAM↗

Strategic Deconfliction Performance: Results and Analysis from the NASA UTM Technical Capability Level 4 Demonstration

Unmanned Aircraft System (UAS) Traffic Management (UTM) refers to the service-based, cooperative approach to the management of small UAS in the National Airspace System that is safe, scalable, and fair. UTM provides the means to manage the airspace in a complementary manner that does not burden the current air traffic control workforce or infrastructure but allows the Air Navigation Service Provider to maintain its regulatory and operational authority of the airspace. A key feature of UTM is the ability to provide operators the means to strategically deconflict operations from others in the airspace through the digital exchange of information via supporting services. Through this approach, the four-dimensional operation volumes that encompass the intent of operators in a given area are discoverable and can be used for airspace awareness as well as planning conflict free operations that account for and avoid other operations. In certain cases, it is also possible to negotiate volume intersections for shared airspace use without the need to re-plan. In the NASA UTM concept, strategic deconfliction is the first layer of three in the overall conflict management model. The three layers of the conflict management model, which follow the International Civil Aviation Organization’s scheme [ICAO 2005] are: strategic conflict management, separate provision, and collision avoidance. In UTM, the strategic layer mostly occurs prior to departure, but is applicable to en route operations with sufficient planning horizon. The initial requirements for a strategic deconfliction capability within UTM are defined in a NASA publication [Rios 2018]. Within the concept and implementation of service-provided strategic deconfliction is the notion of priority. It is understood that there are instances in which an operation requires a priority designation within the UTM system and special handling accordingly to provide situation awareness and facilitate appropriate responses from other airspace users. Examples of situations requiring priority designation include: when an operator declares an emergency due to problems with the vehicle or its immediate surroundings; operations that are in support of certain organizations (e.g., public safety and first responders); or special missions that also require priority use of airspace (e.g., emergency medical deliveries). UAS Volume Reservations (UVRs) also relate to the topic of priority in the sense that the airspace that the volume encompasses has a different status or classification in which unassociated operations must vacate if inside, or avoid if outside, through strategic deconfliction with the volume. Operations that are specially permitted to access the UVR area are typically assigned priority status given the nature of their mission and their associated credentials. The ability to perform strategic deconfliction, handle certain operations with a priority distinction, and establish UVRs that are communicated throughout the UTM system, is predicated on an architecture that has been established through an evolutionary process in response to close collaboration with stakeholders from government and industry. Another important and influential aspect of these capabilities and architecture is the live, distributed flight tests that have been conducted across the Technical Capability Levels (TCLs) that culminated with a set of complex tests performed as part of TCL4 [Rios 2020]. The TCL4 flight test involved two FAA-designated UAS test sites building teams to collaborate with NASA’s UTM Project on the execution of several detailed, small UAS scenarios in urban environments.

conflict management↗

NASA Small Spacecraft and Distributed Systems Program - Recent and Upcoming Technology Demonstrations and Development Efforts

NASA’s Small Spacecraft & Distributed Systems (SSDS) program strengthens U.S. ability to conduct unique missions by rapidly developing and demonstrating capabilities for SmallSat exploration, science, and commercial space. In collaboration with NASA Centers, other government agencies, commercial industry, and academia, SSDS advances next generation SmallSat technologies like power, processing, propulsion, communications, autonomous navigation, architectures (swarms), and applications (AI/ML/Edge Computing)—to extend missions beyond LEO into cislunar and planetary space. Various investment mechanisms exist for SSDS to select and fund projects that will ultimately advance NASA’s Moon to Mars Architecture. Presented here are the latest achievements and findings from recently completed SSDS projects, along with updates from ongoing efforts and planned future work. Successful missions like Starling and CAPSTONE continue to demonstrate their capability after several years on-orbit. Advancements in next generation swarm configurations are being implemented by Starling for space traffic monitoring and management applications. Findings from recent SSDS flight projects are discussed: DiskSat, a unique SmallSat platform alternative to canisterized nanosatellites, launched December 2025 and is gathering data; the PTD series of missions concluded in December 2025. Current SSDS efforts are focused on addressing NASA Shortfalls relating to rendezvous and proximity operations, neuromorphic computing, and space situational awareness.

Roger C Hunter↗

NASA Small Spacecraft and Distributed Systems: Recent and Upcoming Technology Demonstrations and Development Efforts

NASA’s Small Spacecraft & Distributed Systems (SSDS) program strengthens U.S. ability to conduct unique missions by rapidly developing and demonstrating capabilities for SmallSat exploration, science, and commercial space. In collaboration with NASA Centers, other government agencies, commercial industry, and academia, SSDS advances next generation SmallSat technologies like power, processing, propulsion, communications, autonomous navigation, architectures (swarms), and applications (AI/ML/Edge Computing)—to extend missions beyond LEO into cislunar and planetary space. Various investment mechanisms exist for SSDS to select and fund projects that will ultimately advance NASA’s Moon to Mars Architecture. Presented here are the latest achievements and findings from recently completed SSDS projects, along with updates from ongoing efforts and planned future work. Successful missions like Starling and CAPSTONE continue to demonstrate their capability after several years on-orbit. Advancements in next generation swarm configurations are being implemented by Starling for space traffic monitoring and management applications. Findings from recent SSDS flight projects are discussed: DiskSat, a unique SmallSat platform alternative to canisterized nanosatellites, launched December 2025 and is gathering data; the PTD series of missions concluded in December 2025. Current SSDS efforts are focused on addressing NASA Shortfalls relating to rendezvous and proximity operations, neuromorphic computing, and space situational awareness.

Roger Hunter↗

Predicting Real-Time Safety of the National Airspace System

To gain the situational awareness necessary for informed decision making regarding avoidance of airspace hazards, each operator must consolidate operations-relevant information from disparate sources and apply extensive domain knowledge to correctly interpret not just the current state of the NAS but forecast its (combined) evolution over the duration of the operation. This time- and workload-intensive process is periodically repeated throughout the operation so that changes can be managed in a timely manner.The imprecision, inaccuracies, inconsistency, and incompleteness of the incoming data further challenges the process. To facilitate informed decision making, this paper presents a model-based framework for the textitautomated real-time monitoring and prediction of possible effects of airspace hazards on the safety of the National Airspace System (NAS). First, hazards to flight are identified and transformed into sms, that is, quantities of interest that could be evaluated based on available data and are predictive of an unsafe event. The sms and associated thresholds that specify when an event transitions from emphsafe to emphunsafe are combined with models of airspace operations and aircraft dynamics. The framework can include any hazard to flight that can be modeled quantitatively. Models can be detailed and complex, or they can be considerably simplifed, as appropriate to the application. Real-time NAS safety monitoring and prediction begins with an estimate of the state of the NAS using the dynamic models. Given the state estimate and a probability distribution of future inputs to the NAS, we can then predict the evolution of the NAS - the future state - and the occurrence of hazards and unsafe events. The entire probability distribution of airspace sms is computed, not just point estimates, without significant assumptions regarding the distribution type andor parameters. We demonstrate our overall approach through a simulated scenario in which we predict the occurrence of some unsafe events and show how these predictions evolve in time as flight operations progress. Predictions accounting for common sources of uncertainty are included and it is shown how the predictions improve in time, become more confident, and change dynamically as new information is made available to the prediction algorithm.

safety↗

Artificial Intelligence Medical Support for Long-Duration Space Missions

We envision an artificial intelligence (AI) based system that will provide support and recommendations to the crew medical officer (CMO) and ground flight surgeon during long-duration space missions. Such a system would be pretrained on the knowledgebase of clinical knowledge on Earth, minimizing the amount of Earth data that needs to be transferred into space. Then during deployment, the system would be constantly refined through active learning from diverse streams of data from sensors in the spacecraft, data collected daily from individual astronauts, and human-in-the-loop feedback from the crew. The model could be interrogated for predictions and recommendations on personalized crew health based on the overall status of the spacecraft, medicinal stores, and status of other crew members. Adaptation techniques would be used to incorporate spaceflight data that have very different distributions from the training data due to the extreme environment. Edge computing and the most advanced neuromorphic processing would enable computation in scenarios with low power and bandwidth, while dimensionality reduction would be employed to ensure that the input data streams from spaceflight are as small as possible. In order to realize this long-term vision, several hardware and software aspects need to be developed and assembled. First, models pretrained on Earth biomedical data would need to be evaluated for predictive accuracy, and the best one selected. That model would need to be adapted to learn from diverse, sparse, and inconsistently measured data streams, as well as human-in-the-loop feedback. A data integration, standardization, and dimensionality reduction methodology would need to be developed to handle all data types and feed them into the model. Once the software and data infrastructure is developed, it would need to be integrated with small footprint compute processors and tested in high-radiation, high-vibration, unregulated temperature situations. As a short-term goal, we recommend to focus on the development of the data and model software structure. Several large language models (LLM) already exist that have been trained on Earth biomedical and clinical knowledgebases, including BioMedLLM, Med-PaLM, SPOKE LLM, and Foresight. These models need to be evaluated for accuracy and the best one chosen for a proof-of-concept structure, while maintaining awareness of the accelerating AI field and incorporating any newly improved model architectures as needed. Then, we recommend to develop a database of synthetic data types to mimic the diverse data streams that are expected in a long-duration space mission. This should include environmental and microbial data from the spacecraft, non-invasive data from wearables and point-of-care devices employed by astronauts, and more invasive molecular and physiological monitoring of clinical and biomarker data from astronauts. The data standardization methodology should be developed, and these data streams used to refine the clinical LLM. Several scenarios should be developed that could plausibly come up in a long-duration space mission, and changes or aberrations introduced to the data at specific times to mimic these scenarios. Then, question and answer tasks should be designed to interrogate the model for predictions and recommendations, with acceptable answers already identified.

Artificial Intelligence↗

Sensitivity Analysis of Situational Awareness Measures

A great deal of effort has been invested in attempts to define situational awareness, and subsequently to measure this construct. However, relatively less work has focused on the sensitivity of these measures to manipulations that affect the SA of the pilot. This investigation was designed to manipulate SA and examine the sensitivity of commonly used measures of SA. In this experiment, we tested the most commonly accepted measures of SA: SAGAT, objective performance measures, and SART, against different levels of SA manipulation to determine the sensitivity of such measures in the rotorcraft flight environment. SAGAT is a measure in which the simulation blanks in the middle of a trial and the pilot is asked specific, situation-relevant questions about the state of the aircraft or the objective of a particular maneuver. In this experiment, after the pilot responded verbally to several questions, the trial continued from the point frozen. SART is a post-trial questionnaire that asked for subjective SA ratings from the pilot at certain points in the previous flight. The objective performance measures included: contacts with hazards (power lines and towers) that impeded the flight path, lateral and vertical anticipation of these hazards, response time to detection of other air traffic, and response time until an aberrant fuel gauge was detected. An SA manipulation of the flight environment was chosen that undisputedly affects a pilot's SA-- visibility. Four variations of weather conditions (clear, light rain, haze, and fog) resulted in a different level of visibility for each trial. Pilot SA was measured by either SAGAT or the objective performance measures within each level of visibility. This enabled us to not only determine the sensitivity within a measure, but also between the measures. The SART questionnaire and the NASA-TLX, a measure of workload, were distributed after every trial. Using the newly developed rotorcraft part-task laboratory (RPTL) at NASA Ames Research Center, each pilot flew eight trials, four using SAGAT and four using performance measures. Each set of four trials differed by level of visibility as well. The flight paths were very similar in appearance and hazard number, allowing comparison between flight paths. The pilots were tasked with flying along a road at an assigned altitude and speed while avoiding any hazards that they happened upon. The attempt here was not to find a single best measure of SA, but rather to begin an investigation of the sensitivity of common measures of SA. Upon completion of this study, its results, in combination with future studies, should allow us to develop an empirically based taxonomy of SA measures and the contexts for their appropriate use.

Shively, R. J.↗

USA Space Debris Environment, Operations, and Research Updates

Space Missions in 2017 Earth Satellite Population Collision Avoidance Maneuvers Post mission Disposal of U.S.A. Spacecraft Space Situational Awareness (SSA) and the Space Debris Sensor (SDS) A total of 86 space launches placed more than 400 spacecraft into Earth orbits during 2017, following the trend of increase over the past decade NASA has established conjunction assessment processes for its human spaceflight and uncrewed spacecraft to avoid accidental collisions with objects tracked by the U.S. Space Surveillance Network - NASA also assists other U.S. government spacecraft owners with conjunction assessments and subsequent maneuvers The ISS has conducted 25 debris collision avoidance maneuvers since 1999 - None in 2016-2017, but an ISS visiting vehicle had one collision avoidance maneuver in 2017 During 2017 NASA executed or assisted in the execution of 21 collision avoidance maneuvers by uncrewed spacecraft - Four maneuvers were conducted to avoid debris from Fengyun-1C - Two maneuvers were conducted to avoid debris from the collision of Cosmos 2251 and Iridium 33 - One maneuver was conducted to avoid the ISS NASA has established conjunction assessment processes for its human spaceflight and uncrewed spacecraft to avoid accidental collisions with objects tracked by the U.S. Space Surveillance Network - NASA also assists other U.S. government spacecraft owners with conjunction assessments and subsequent maneuvers The ISS has conducted 25 debris collision avoidance maneuvers since 1999 - None in 2016-2017, but an ISS visiting vehicle had one collision avoidance maneuver in 2017 During 2017 NASA executed or assisted in the execution of 21 collision avoidance maneuvers by uncrewed spacecraft - Four maneuvers were conducted to avoid debris from Fengyun-1C - Two maneuvers were conducted to avoid debris from the collision of Cosmos 2251 and Iridium 33 The 2014-15 NASA Engineering and Safety Center (NESC) study on the micrometeoroid and orbital debris (MMOD) assessment for the Joint Polar Satellite System (JPSS) provided the following findings - Millimeter-sized orbital debris pose the highest penetration risk to most operational spacecraft in LEO - The most effective means to collect direct measurement data on millimetersized debris above 600 km altitude is to conduct in situ measurements - There is currently no in situ data on such small debris above 600 km altitude Since the orbital debris population follows a power-law size distribution, there are many more millimeter-sized debris than the large tracked objects - Current conjunction assessments and collision avoidance maneuvers against the tracked objects (which are typically 10 cm and larger) only address a small fraction (<1%) of the mission-ending risk from orbital debris To address the millimeter-sized debris data gap above 600 km, NASA has recently developed an innovative in situ measurement instrument - the Space Debris Sensor (SDS) - One maneuver was conducted to avoid the ISS

Liou, J.-C.↗