Sixth IAASS International Space Safety Conference SAFETY IS NOT an OPTION

Sixth IAASS International Space Safety Conference SAFETY IS NOT AN OPTION

21-23 May 2013 Montréal - Canada

Final Programme & Abstract Book

McGill University, Institute of Air and Space Law

Table of Contents

Programme Committee ...... 3

Sponsors...... 5

Welcome to Montréal ...... 6

Detailed programme

Tuesday 21 May ...... 7

Wednesday 22 May ...... 12

Thursday 23 May ...... 19

Posters ...... 22

Abstracts ...... 23

Biographies ...... 101

Conference Programme Committee

Chair: T. Sgobba - IAASS

Co-Chairs: R. Jakhu - McGill Institute of Air and Space Law N. Takeuchi - JAXA I. Rongier - CNES Members: F. Alby (FR) T. Masson-Zwaan (NL)

W. Ailor (US) E. Mooij (NL)

F. Allahdadi (US) M. Matney (US)

M. Azeev (RU) D. Mikula (US)

S. Bakhtiyarov (US) C. Moura (BR)

V. Bothmer (DE) A. Menzel (DE)

C. Botts (DE) R. Nasca (NL)

V. Chang (CA) G. Ortega (ES)

M. Ciancone (US) T. Pfitzer (US)

P. Dempsey (CA) J. Pelton (US)

D. Finkleman (US) J. Pearson (US)

J. Frost (US) A. Quinn (GB)

G. Gafka (US L. Ren (CN)

A. Herd (GB) N. Ridzuan (MY)

A. Hilgers (NL) G. Ruff (US)

R. Jakhu (CA) K-U. Schrogl (AT)

J. Jeevarajan (US) S. Simpson (US)

B. Kanki (US) J-P. Trinchero (FR)

P. Kirkpatrick (US) M. Trujillo (ES)

G. Kminek (AT) D. Urban (US)

B. Lazare (FR) Ph. Wallace (US)

C. Leveau (FR) P. Wide (US)

W. Lyles (US) S. Wilson (AU)

Sponsors

Welcome to Montréal, Canada

Conference venue

McGill University, Chancellor Day Hall Maxwell Cohen Moot Court (room 100), 3660 rue Peel Montreal Quebec Canada , H3A 1W9

Dinner Venue

Chalet du Mont Royal 1196 Camillien-Houde Road, mont Royal, Montréal, Québec H3H 1A1

19:00 Departure Buses from Best Western Hotel, corner Sherbrooke and Peel Street 19:30 Awards Conference Gala Dinner

6th IAASS International Space Safety Conference Montreal - Canada, 21-23 May 2013 PROGRAM Tuesday 21 May 2013

08:00 Registration & Coffee

09:30 Plenary Session: Part 1 Chairs: P. Kirkpatrick, R. Jakhu

Welcome Address: Daniel Jutras, Dean Faculty of Law, McGill University

Conference Introduction: Tommaso Sgobba, IAASS President

Keynote Speakers:

Eric Laliberté, Director General Space Science and Technology Canadian Space Agency

Dato' Hayati Ismail High Commissioner of Malaysia to Canada

Isabelle Rongier Inspector General Centre National d’Etudes Spatiales (CNES)

Paul S. Dempsey, Director Institute of Air and Space Law at McGill University

Edward Mango NASA Commercial Crew Program Manager

11:15 Coffee Break

11:45 Plenary Session: Part 2 Chairs: P. Kirkpatrick, R. Jakhu

Heiner Klinkrad Head Space Debris Office European Space Agency

Philippe Watillon Inspector General EADS Space Transportation

Nobuo Takeuchi JAXA Director PA & Safety

Tom Pfitzer President APT-Research, Chair IAASS Launch Safety Committee

Margaret H. Woodward US Air Force Chief of Safety Commander Air Force Safety Center

12:45 Conference Luncheon at McGill’s Faculty Club Guest Speaker: Dr. Joseph Pelton

Session 1 Space debris and space debris removal - Part I Chairs: A. Rinalducci, E. Levin Room: 100

14:00 Estimation of Lifetime for Launchers Debris in Geostationary Transfer Orbits Handschuh, DA 1; Bonnal, C 1; Palun, A 1; Morand, V 2 1CNES-DLA, (FRANCE); 2CNES-CST, (FRANCE) ...... 24 14:20 Active Debris Removal Systems Retat, I. 1; Bischof, B. 1; Clerc, X. 2; Mädiger, B. 1; Magne, J. 2; Pisseloup, A. 2 1Astrium Space Transportation, (GERMANY); 2Astrium Space Transportation, (FRANCE) ...... 24 14:40 The Development of Gas Rocket Engine for the Deorbit of Launch Vehicle upper Stage after the Mission Prusova, OL Omsk State Technical University, (RUSSIAN FEDERATION) ...... 25 15:00 Spacecraft Vulnerability to space Debris is not an Option Bensoussan, Denis Hiscox, (FRANCE) ...... 25

Session 2 Regulations and standards for safety – Part I Chairs: P. Dempsey, R. Jakhu Room: 101

14:00 "Search and Rescue in Space Activities: Is There a Specific Legal Regime?" George D. Kyriakopoulos, GK National and Kapodistrian University of Athens, (GREECE) ...... 26 14:20 How Far is China from an International Code of Conduct for Outer Space Activities Su, Jinyuan Xi'an Jiaotong University, (CHINA) ...... 27 14:40 French Regulations applied to future European Launchers Cahuzac, Francois ; Biard, Arnaud CNES, (FRANCE) ...... 28

Session 3 Safety Critical Software Design and IVV Chairs: I. Rongier, V. Chang Room: 202

14:00 Tailoring Human Safety Critical Expertise for Mission Safety Critical Software Development Boudillet, O ; Peron, T ASTRIUM Space Transportation, (FRANCE) ...... 29 14:20 PRO-Elicere: A Study for create a new Process for Dependability Analysis of Space Computer Systems da Silva, Glauco 1; Netto Lahoz, Carlos Henrique 2 1Aeronautics and Space Institute (IAE), (BRAZIL); 2Institute of Aeronautics and Space (IAE), (BRAZIL) . 30 14:40 Analysis of Software Development Methodologies to build Safety Software Applications for SATEX-II Aguilar, J. 1; Vargas, H. 1; Pedroza , A 1; Chavira , E. 1; Alonso , M 2; Vera, D. 1 1UPAEP, (MEXICO); 2CICESE, (MEXICO) ...... 30 15:00 Reliability Prediction Analysis: Airborne System Results and Best Practices Silva, N ; Lopes, R Critical Software, S.A., (PORTUGAL) ...... 31

Session 4 Space traffic control I Chairs: F. Alby, D. Finkleman Room: 200

14:00 Applicatian of Use Case Scenarios to analyse Needs on the Future European SSA Governance and Data Policy Valero, J.L ; Albani, S. ; Gallardo, B. ; Matute, J. ; O'Dwyer, A. European Union Satellite Centre, (SPAIN) ...... 32 14:20 Conjunction Detection and Orbit Life Time of Geosynchronous Transfer Orbital Debris Han, Lei ; Gong, Jiancun ; Wang, Ronglan ; Liu, Wei ; Yan, Ruidong National Space Science Center, (CHINA) ...... 32 14:40 CAESAR : An Initiative of Public Service for Collision Risks Mitigation Beaumet, G. ; Moury, M. ; Laporte, F. CNES, (FRANCE) ...... 33

Session 5 – Launch Safety - Part I Chairs: C. Leveau, K. Mikula Room: 102

14:00 Value of Responsive Launch Safety Toolsets Pfitzer, T. Wayne Devoid, (UNITED STATES) ...... 33 14:20 Closing the Collision Risk Gap between current Launch Collision Avoidance Protection and the standard ISS Collision Risk Eric Schultz, D. NASA, (UNITED STATES) ...... 33 14:40 Synthesis of the SRM Fragmentation Activities performed within VEGA Program Jarry, A 1; Meyer-Lassalle, F 1; Le Falch'er, D 2 1CNES, (FRANCE); 2ESA, (ITALY) ...... 72

Session 6 System & Payload Safety - Part I Chairs: P. Kirkpatrick, M. Azeev Room: 101

16:00 Designing Safety into Spacecraft Components Kio, M.T.E ; Kio, T.E CRANFIELD UNIVERSITY, (UNITED KINGDOM) ...... 34 16:20 Commonalities and Differences in Functional Safety Systems between ISS Payloads and Industrial Applications Malyshev, M 1; Kreimer, J 2 1HE Space Operations B.V., (NETHERLANDS); 2Astrium Space Transportation, (GERMANY) ...... 34 16:40 Unexpected Anomaly of GHF On-Board Kobayashi, RK JAXA, (JAPAN) ...... 35 17:00 GMES SENTINEL-3: "A Safer Satellite for a Safer Space, a Safer World" Heinrich, Stephane 1; Derenne, Philippe 2; Palmade, Jean-luc 2; Paoli, Francois 2; Baillon, Yvan 2; Berruti, Bruno 3 1ALTRAN, (PORTUGAL); 2THALES ALENIA Space, (FRANCE); 3ESA-ESTEC, (FRANCE) ...... 35

Session 7 Organisational culture and safety Chairs: J. Pelton, A. Quinn Room: 200

16:00 Biological plenatary protection for safe solar system exploration missions, conducted either by robots or humans or both Rummel, J.D. 1; Conley, C.A. 2 1Inst. for Coastal Science and Policy, (UNITED STATES); 2Science Mission Directorate, NASA Headquarters, (UNITED STATES) ...... 36 16:20 Space Shuttle Columbia and Fukushima Nuclear Plant, Differences and Similarities in Organizational Accidents and LL Mitsui, Masami 1; Takeuchi, N 2; Kawada, Y 2; Kobayashi, R 2; Miki, M 2; Nogami, M 3 1Japan Aerospace Exploration Agency, (JAPAN); 2JAXA, (JAPAN); 3Japan Manned Space Systems Corporation, (JAPAN) ...... 37 16:40 Lessons Learned for Space Safety from the Fukushima Nuclear Power Plant Accident Miki, MM ; Mitsui, MM ; Kawada, YK JAXA, (JAPAN) ...... 37 17:00 SAFETY Parameter Management in ASTRIUM Meredith, Laurence 1; Magnin, Cedric 2 1ASTRIUM satellite, (FRANCE); 2ASTRIUM space transportation, (FRANCE) ...... 38

Session 8 Space debris and space debris removal – Part II Chairs: J. Pearson, W. Ailor Room: 100

16:00 Guidance,Navigation,and Control Techniques and Technologies for active Satellite Removal Ortega, G ; Erb, S ; Visentin, G ; Innocenti, L ; Cropp, A ; Vorin, T ; Raposo, A ESA, (NETHERLANDS) ...... 38

16:20 Spacecraft Robustness to Orbital Debris : Guidelines & Recommendations Heinrich, Stephane 1; Tromba, Andrea 2; Berger, Jean-Marc 2; Tholot, Michel 2; Nold, Olivier 2 1ALTRAN, (PORTUGAL); 2ALTRAN, (FRANCE) ...... 39 16:40 Feasibility Study of Electrodynamic Tether Technology Demonstration on H-II Transfer Vehic Kasai, T. K ; Tsujita, D. T ; Uchiyama, T. U ; Harada, M. H ; Kawamoto, S. K ; Okawa, Y. O ; Inoue, K. I Japan Aerospace Exploration Agency (JAXA), (JAPAN) ...... 40 17:00 Modeling of Crack Propagation in Spacecraft Reinforced Pressure Wall Damaged by Orbital Debris Cook, F. ; Telichev, I. University of Manitoba, (CANADA) ...... 40

Session 9 Operations safety Chairs: T. Sgobba, V. Chang Room: 202

16:00 Verification Models for Human Automation Interaction for Safety Critical Applications Bolton, M.L. 1; Jimenez, N. 2; van Paassen, M.M. 3; Trujillo, M. 4 1University of Illinois, (UNITED STATES); 2IXION Industry and Aerospace, (SPAIN); 3Aerospace Engineering, (NETHERLANDS); 4European Space Agency, (NETHERLANDS) ...... 41 16:20 Management of Emerging Optical Safety Concerns for the International Space Station. (WX?) Flores-McLaughlin, J 1; Ghalayini, S 2 1NASA Johnson Space Center / University of Houston, (UNITED STATES); 2Lockheed Martin, (UNITED STATES) ...... 41 16:40 Requirements,Resource Planning and Management for Decrewing/Recrewing Scenarios of the International Space Station (WX) Bach, D 1; Hasbrook, P 2; Brand, S 2 1Barrios Technology / NASA, (UNITED STATES); 2NASA, (UNITED STATES) ...... 41 17:00 Rapid Protoyping of Universal Access Transceiver (ADS-B) for Commercial Space Flight Operations (WX) Demidovich, N Federal Aviation Administration/AST-4, (UNITED STATES) ...... 42

Session 10 Launch safety - Part II Chairs: C. Leveau, K. Mikula Room: 102

16:00 Uncertainty in Risk to Aircraft from Space Vehicle Operations Larson, E ; See, A ACTA Inc, (UNITED STATES)...... 43 16:20 Launch System Danger Analysis, Methodology and Application with 3 European Launcher Meyer-Lassalle, Frédérique ; Deblanchard , Guillaume ; Aussilhou , Caroline CNES, (FRANCE) ...... 43 16:40 Probability of Failure Analysis Guidelines for Expendable Launch Vehicles Wilde, P 1; Cather, C 2; Cross, R 3; Rosati, P 2; Morse, E 4 1Federal Aviation Administration, (UNITED STATES); 2US Air Force, (UNITED STATES); 3National Aeronautics and Space Administration, (UNITED STATES); 4Valador Inc, (UNITED STATES) .. 45 17:00 Towards Observation of De-orbited Upper Stage Reentry for Range Safety IIZUKA, N. Japan Aerospace Exploration Agency (JAXA), (JAPAN) ...... 45

Wednesday 22 May 2013

Session 11 Commercial human spaceflight safety - Part II Chairs: A. Quinn, N. Ridzuan Room: 312

09:00 Safety Risk Management for the Emerging Commercial Suborbital Space Industry Verstraeten, J.G. ; Roelen, A.L.C. National Aerospace Laboratory NLR, (NETHERLANDS) ...... 45 09:20 Commercial Human Spaceflight: Self-regulation Is The Future Sgobba, T. IAASS, (NETHERLANDS) ...... 46 09:40 Safe Software for Space Applications: Building on the DO-178 Experience Dorsey, C.A. (GERMANY) ...... 46 10:00 Zero Gravity Flights as the most Effective Embryonic Operation for planned commercial Spaceport Norul, NRZ 1; Nasri, NN 1; Muszaphar, SMS 1; Shamsul, SKAS 2; Roshdi, MRH 3; Anuar, AA 4; Sayuti, MSI 5 1Spaceport Malaysia, (MALAYSIA); 2Malaysian Industry-Government Group for High Technology, (MALAYSIA); 3University Putra Malaysia, (MALAYSIA); 4A&A-UITM Laboratory, (MALAYSIA); 5University Science Malaysia, (MALAYSIA) ...... 47

Session 12 Launch safety - Part III Chairs: I. Rongier, T. Pfitzer Room: 100

09:00 Proposal of New Triggered Lightning Launch Commit Criteria for Japan's Safety Rocket Launch Saito, Y. Japan Aerospace Exploration Agency (JAXA), (JAPAN) ...... 48 09:20 Space Regulations applied to Soyuz and VEGA Launch Systems Cahuzac, Francois ; Denoyers, Jean-Yves CNES, (FRANCE) ...... 48 09:40 Arianespace Launch Service Operator Policy for Space Safety Jourdainne, Laurent ARIANESPACE, (FRANCE)...... 48

Session 13 Re-entry safety – Part I Chairs: P. Wilde, B. Lazare Room: 200

09:00 ESA SSA Programme: The Re-entry Prediction System (RPS) of the Space Surveillance and Tracking Branch Weikert, S 1; Bunte, K D 2; Kossev, I 1; Miller, A 2; Hake, P 2; Huertas, I 3; Fletcher, E 4; Escobar Anton, D. 5 1Astos Solutions GmbH, (GERMANY); 2etamax space GmbH, (GERMANY); 3European space Agency, (NETHERLANDS); 4European Space Agency, (SPAIN); 5GMV, (SPAIN) ...... 49 09:20 A Space Debris Alert System for Aviation Sgobba, T. ; Trujillo, Maite European Space Agency, (NETHERLANDS) ...... 50 09:40 Reentry Predictions for uncontrolled Satellites: Results and Challenges Pardini, Carmen ; Anselmo, Luciano ISTI/CNR, (ITALY) ...... 50 10:00 A complex variable Method to predict an Aerodynamics of Arbitrary Shape (WX) Bakhtiyarov, S. I. US Air Force Safety Center, (UNITED STATES) ...... 51

Session 14 Panel Human Factors & Performance for Safety Chairs: B. Kanki, T. Sgobba Room: 203

Communicating for Safety in Aerospace Operations

Session 15 Regulations and standards for safety – Part II Chairs: R. Jakhu, J. Pelton Room: 202

09:00 Development of Domestic Laws and Regulations for Range Safety, Flight Safety and Investigation of Accidents in the ERA of Commercial Passenger Spaceflight Lee, Ricky J Special Counsel, Schweizer Kobras, (- Not specified -) ...... 53 09:20 Legal Issues Relating to Active Removal of Space Debris Chatterjee, Joyeeta McGill University, (CANADA) ...... 53 09:40 Traditional Space Policy vs. Commercial Space Initiatives: Seeking a Better Future in Space Safety Pelton, J.N. International Space Safety Foundation, (UNITED STATES) ...... 54 10:00 Hybrids in need of safety Standards: Is it Time for a Space Traffic Control Authority? Vasilogeorgi, I. M. McGill Institute of Air & Space Law, (CANADA) ...... 54

10:30 Coffee Break

Session 16 Space debris and space debris removal – Part III Chairs: A. Rinalducci, W. Ailor Room: 100

11:00 Orbit Propagation and Statistical Methods to address the Compliance of GTO with the French Space Operations Act Le Fevre, Clemence ; Morand, Vincent ; Fraysse, Hubert ; Handschuh, David-Alexis CNES, (FRANCE) ...... 55 11:20 Net Capture System for Active Debris Removal Retat, I. ; Axthelm, R. ; Bischof, B. Astrium Space Transportation, (GERMANY) ...... 56 11:40 Propagation of Surface-To-LEO Vortex Rings for Orbital Debris Management Matthew Noyes, MN 1; P. Mitra, PM 2 1University of Rochester/Space Generation Advisory Council/Space Safety and Sustainability Project Gr, (UNITED STATES); 2BIT Mesra/Space Generation Advisory Council/Space Safety and Sustainability Project Group, (INDIA) ...... 56 12:00 The e.Deorbit CDF study: a design study for the safe removal of a large space debris Biesbroek , R. 1; Innocenti, L. 2; Soares, T. 2; Huesing, J. 2 1ESA-ESTEC, (NETHERLANDS); 2(- Not specified -) ...... 57

Session 17 Nuclear safety for space systems Chairs: El-Genk, C. Botts Room: 203

11:00 Inherently Safe Fission Power System for Lunar Outposts Schriener, T.M. University of New Mexico, (UNITED STATES) ...... 58 11:20 LBLOCA Analysis of a Space Thermionic Reactor: TOPAZ-II Hu, G ; Zhao, S.Z ; Ruan, K.Q China Institute of Atomic Energy, (CHINA) ...... 59 11:40 Legal and Regulatory Obstacles to Nuclear Fission Technology in the Space Domain Force, M.K. Loyola Law School, (UNITED STATES) ...... 59

Session 18 – Safety-By-Design Chairs: T. Sgobba, B. Kanki Room: 200

11:00 Evolution of International Space Station Program Safety Review Processes and Tools (WX) Ratterman, C. 1; Sharpe, M. 1; Sang, A. 2; Green, C. 1; Tollinger, I. 1; McCracken, K. 3; Guibert, M. 3 1NASA ARC, (UNITED STATES); 2NASA JSC, (UNITED STATES); 3San Jose State University, (UNITED STATES) ...... 60 11:20 Results of the IAASS Re-entry Analysis Test Campaign 2012 Lips, T. 1; Omaly, P. 2; Ventura, S. 3; Huertas, I. 3 1HTG GmbH, (GERMANY); 2CNES, (FRANCE); 3ESA, (NETHERLANDS) ...... 61

Session 19 Regulations and standards for safety – Part III Chairs: R. Lee, P. Dempsey Room: 312

11:00 Impact of the New Optional Rules for Resolution of Space Debris Controversies Force, M.. ; Force, M.K. Loyola Law School, (UNITED STATES) ...... 61 11:20 Legality of Non-Cooperative Satellite Removal Li, SQ China University of Political Science and Law, (CHINA) ...... 62 11:40 Regulation of Small and Micro Satellites Jakhu, Ram McGill Institute of Air and Space Law, (CANADA) ...... 62

Session 20 Risk assessment Chairs: V. Chang, P. Kirkpatrick Room: 203

11:00 Applying Lessons Learned from Space Safety to Unmanned Aerial Vehicle Risk Assessments Pfitzer, T. Wayne Devoid, (UNITED STATES) ...... 64 11:20 Real Time Fire Reconnaissance Satellite Monitoring System Failure Model Niño Prieto, Omar Ariosto ; Colmenares Guillén, Luis Enrique BUAP, (MEXICO) ...... 64 11:40 Probability Risk Assessment Methodology usage on Space Robotics D'silva, O MacDonald, Dettwiler and Associates Inc., (CANADA) ...... 64 12:00 FMECA an Underutilized Safety, Reliability and System Engineering Tool Mullin, D Canadian Space Agency, (CANADA) ...... 65

12:30 Lunch & IAASS General Assembly

Session 21 Panel Space Debris Risk for Aviation Chairs: P. Wilde, F. Alby Room: 202

Session 22 Designing Safety into Space Vehicles Chairs: T. Sgobba, V. Chang Room: 200

14:00 Conquest of Universe with Spatial Grasp Technology Sapaty, Peter Academy of Sciences, (UKRAINE) ...... 65 14:20 Development of STPA Template for Satellite System Safety Analysis and Analysis of Safe Integration of Modular Payloads Dunn, N Massachusetts Institute of Technology, (UNITED STATES) ...... 66

14:40 Failure Modes and Effects Analysis (FMEA) Assistant Tool Feasibility Study (WX) Flores, M. ; Malin, J. NASA Johnson Space Center, (UNITED STATES) ...... 66 15:00 Designing Safety into Space Vehicles during early Concept Formation and Architectural Design Ujiie, R.U. 1; Umeda, H.U. 1; Miyamoto, Y.M. 1; Katahira, M.K. 1; Hoshino, N.H. 2; Leveson, N.L. 3 1Japan Aerospace Exploration Agency, (JAPAN); 2Japan Manned Space Systems Corporation, (JAPAN); 3Massachusetts Institute of Technology, (UNITED STATES) ...... 66

Session 23 Commercial human spaceflight safety - Part II Chairs: A. Quinn, J-B. Marciacq Room: 312

14:00 Establishing a regularatory Framework for the Development & Operations of Sub-Orbital & Orbital Aircraft (SOA) in the EU Marciacq, J.-B. ; Tomasello, F. ; Erdelyi, Zs. ; Gerhard, M. EASA, (GERMANY) ...... 67 14:20 Crew Escape Lessons Learned from a Stratospheric Freefall Parachute Flight Test Program Clark, Jonathan B. 1; Blue, Rebecca S. 2; Law, Jennifer 3; Garbino, Alejandro 1; Pattarini, James M. 2 1Center for Space Medicine, Baylor College of Medicine, (UNITED STATES); 2University of Texas Medical Branch, (UNITED STATES); 3Independent, (UNITED STATES) ...... 67 14:40 Astronaut and Spaceflight Participant Healthcare and Space Medicine for Commercial and Non- Commercial Spaceflight Lüthen, C Erasmus University Medical Center, (NETHERLANDS) ...... 68 15:00 The Design and Operation of Suborbital low Cost and low Risk Vehicle to the Edge of Space (solves) Norul, NRZ 1; Rashidy, RZ 2; Izmir, IY 3; Jamaluddin, JO 4; Rafidi, NRZ 5 1Spaceport Malaysia, (MALAYSIA); 2Royal Malaysian Air Force, (MALAYSIA); 3Independence X Aerospace, (MALAYSIA); 4University Technology MARA, (MALAYSIA); 5Cube Creative Malaysia, (MALAYSIA) ...... 69

Session 24 Panel Space Safety Education Chairs: M. Kezirian, J. Pelton Room: 203

Session 25 Launch safety – Part IV Chairs: D. Mikula, C. Moura Room: 100

14:00 Uncertainty and Significant Figures for Public Launch Risk Estimates Wilde, P Federal Aviation Administration, (UNITED STATES)...... 70 14:20 Overall Control on Solid Rocket Motor Hazard Zone: Example of VEGA an innovative Solution at System Level Vertueux, Myriam ; Legrand, Franck CNES/CSG, (FRENCH GUIANA) ...... 70 14:40 Flight Termination Criteria Haber, J. ACTA, Inc., (UNITED STATES)...... 71

15:30 Coffee Break

Session 26 Space debris and space debris removal - Part IV Chairs: I. Rongier, W. Ailor Room: 100

16:00 Active Space Debris Removal using Modified Launch Vehicle Upper Stages Equipped with Electrodynamic Tethers Nasseri, S. A. 1; Emanuelli, M. 2; Raval, S. 3; Turcuni, A. 2; Nwosa, C. J. 4 1Space Generation Advisory Council, (CANADA); 2Space Generation Advisory Council, (ITALY); 3Space Generation Advisory Council, (INDIA); 4Space Generation Advisory Council, (NIGERIA) ...... 73 16:20 Helios1A EoL: a Success. For the first Time a long final Thrust Scenario, respecting the French Law on Space Operation Guerry, Agnès ; Moussi, Aurélie ; Sartini, Christian ; Beaumet, Grégory CNES, (FRANCE) ...... 73 16:40 ADR Concepts from CNES funded Study OTV Pisseloup, A. 1; Salmon, T. 1; Axthelm, R. 2; Cougnet, C. 1; Chamot, B. 3; Richard, M. 3; Lequette, L. 4; Dupont, C. 4; Saunders, C. 5 1EADS Astrium, (FRANCE); 2EADS Astrium, (GERMANY); 3Swiss Space Center EPFL, (SWITZERLAND); 4Bertin Technologies, (FRANCE); 5Surrey Satellite Technology Ltd. (SSTL), (UNITED KINGDOM) ...... 74 17:00 Re-entry Analysis Comparison with different Solar Activity Models of spent U/S using ESA DRAMA and TLE Predictions David, E 1; Braun, V 2 1DLR, (GERMANY); 2Institute of Aerospace Systems, TU Braunschweig, (GERMANY) ...... 74

Session 27 Commercial human spaceflight safety - Part III Chairs: T. Sgobba, A. Quinn Room: 312

16:00 NASA's Commercial Crew Program, the Next Step in U.S. Space Transportation (PRV) Mango, Edward J. National Aeronautics and Space Administration, (UNITED STATES) ...... 75 16:20 IAASS Suborbital Safety Technical Committee - Summary of Proposed Standards & Guidelines Quinn, A 1; Klicker, M 2; Atencia Yépez, A 3; Howard, D 4; Verstraeten, Joram 5 1IAASS Suborbital Safety TC, (UNITED KINGDOM); 2techos GmbH, (GERMANY); 3GMV, (SPAIN); 4McGill University, (CANADA); 5NLR-ATSI, (NETHERLANDS) ...... 75 16:40 Status of the new IAASS Software Safety Standard for Commercial Suborbital Vehicles Klicker, Michael 1; Atencia Yepez, Amaya 2 1techcos GmbH, (GERMANY); 2GMV, (SPAIN) ...... 76 17:00 Human, Machine,Nature and Safety Factors in the Design and Architecture of Spaceflight Terminal at Spaceport Malaysia Mohd Ariffin, A.R. 1; Azizee, AA 2; Asmadi, AJ 3; Norul, NRZ 2 1University Malaya, (MALAYSIA); 2Spaceport Malaysia, (MALAYSIA); 3Sunway University, (MALAYSIA)76

Session 28 Re-entry safety – Part II Chairs: W. Ailor, P. Wilde Room: 200

16:00 Comparison of Reentry Breakup Measurements for Three Atmospheric Reentries Feistel, A. ; Weaver, M. ; Ailor, W. The Aerospace Corporation, (UNITED STATES) ...... 77 16:20 DEBRISK, CNES Tool for re-entry Survivability Prediction: Validation and Sensitivity Analysis Omaly, P 1; Magnin Vella , C 1; Galera, S 2 1CNES, (FRANCE); 2ALTRAN, (FRANCE) ...... 77 16:40 OPERA - a CNES Tool to Monitor Short and Middle Term Uncontrolled Re-entries Using Mean Theories Dolado Perez , Juan Carlos 1; Aivar-Garcia, Laura 2; Agueda-Mate, Alberto 2; Tirado-Velez, Jesus 2 1CNES, (FRANCE); 2GMV, (SPAIN) ...... 78

Session 29 VACANT 16:00 - 18:00 Room: 203

Session 30 System & Payload Safety - Part II Chairs: N. Takeuchi, M. Malyshev Room: 202

16:00 Safety Assessment for Secondary Payloads launched by Japanese Expendable Launch Vehicle Miki, M 1; Kobayashi, R 1; Nogami, M 2; Kawada, Y 1; Takeuchi, N 1 1JAXA, (JAPAN); 2JAMSS, (JAPAN)...... 78 16:20 Hazard Control & Crew Interaction Hellinckx, H. M. ; Rosiers, P. V. M. QinetiQ Space nv, (BELGIUM) ...... 79 16:40 Payload Safety: Risk and Characteristic-based Control of Engineered Nanomaterials Abou, S 1; Maarouf Saad, M 2 1University of Minnesota Duluth, (UNITED STATES); 2ETS, (CANADA) ...... 80 17:00 The X-ray(s) Protection Design of the Material Science Rack with Respect to Safety Assurance Liu, Yue ; Wang, Gong ; Wang, Wei ; Fang, Man ; He, Yuanjun Technology and Engineering Center for Space Utilization, Chinese Academy of Sciences, (CHINA) ...... 80

19:00 Departure Buses from Best Western Hotel, corner Sherbrooke and Peel Street

19:30 IAASS Conference and Awards Gala Dinner

Thursday 23 May 2013

Session 31 Space materials safety Chairs: P. Kirkpatrick, M. Orlandi Room: 203

09:00 The role of ESA TEC-QTE in the ISS Safety process Orlandi, Marika ; Rohr, T. ; Stienstra, M. ; Semprimoschnig, C. European Space Agency, (NETHERLANDS) ...... 81 09:20 Numerical Study of Flame over an electric Wire in Microgravity Jajoo, Vibhor IIT-BHU, (INDIA) ...... 81 09:40 Comparison and Characterization of NiTi and NiTiCu Shape Memory Alloys S. Dilibal, SD 1; H. Adanir, HA 2 1Dogus University/Istanbul, (TURKEY); 2Marmara University/Engineering Faculty/Istanbul, (TURKEY) 82

Session 32 Re-entry safety - Part III Chairs: P. Wilde, J. Pearson Room: 100

09:00 Risk Assessment during the Final Phase of an uncontrolled Re-Entry Gaudel, A ; Hourtolle, C ; Goester, JF ; Fuentes, N CNES, (FRANCE) ...... 82 09:20 An Early Study of Disposal Options for the Hubble Space Telescope (WX) Hull, Scott M. ; Griffin, Thomas J. ; Bretthauer, Joy W. ; Leete, Stephen J. NASA Goddard Space Flight Center, (UNITED STATES) ...... 83 09:40 Study of Spacecraft Elements Surviving an Atmospheric Re-Entry Durin, Ch D 1; Desmarres, JM.D 1; Gautier, E. G 2; Jacquesson, M.J 1; Arnal, MH. A 1 1CNES, (FRANCE); 2Ecole des MINES, (FRANCE) ...... 83

Session 33 Safety Design Chairs: V. Chang, T. Sgobba Room: 201

09:00 Spaceflight vs. Human Spaceflight Barr, S The Aerospace Corporation, (UNITED STATES) ...... 83 09:20 The Devil within - A Tale about Computers, Experts and Confusion Bittner, Florian ; Hanigk, Stefan Astrium Space Transportation, (GERMANY) ...... 84 09:40 Performance and Safety of Pouch Lithium-ion Cells in a Space Environment (WX) Jeevarajan, J. 1; Duffield, B. 2; Chung, J.-S 3; Park, J 3; Jung, K 4; Burke, E 5; Hammond, Jim 5 1NASA Johnson Space Center, (UNITED STATES); 2ESCG Jacobs Engineering, (UNITED STATES); 3PC Test Engineering, (UNITED STATES); 4PCTest Engineering, (UNITED STATES); 5Space Information Labs, (UNITED STATES) ...... 85

10:00 Active Magnetic Shielding for Long Duration Manned Space Missions Burger, W. J. 1; Battiston, R. 2; Calvelli, V. 3; Musenich, R. 3; Datskov, V. I: 4; Della Torre, A. 5; Venditti, F. 5; Hovland, S. 6; Meinke, R. 7; Van Sciver, S. 8; Westover, S. C. 9; Washburn, S, A. 10 1Universita Degli Studi di Perugia, (ITALY); 2Universita di Trento and INFN Trento, (ITALY); 3INFN Genoa, (ITALY); 4CERN, (SWITZERLAND); 5CGS, (ITALY); 6ESTEC, (NETHERLANDS); 7AML, (UNITED STATES); 8Florida State University, (UNITED STATES); 9NASA-JSC, (UNITED STATES); 10University of Colorado, (UNITED STATES) ...... 85

Session 34 Space traffic control - Part II Chairs: H. Klinkrad, D. Finkleman Room: 200

09:00 NEOPROP: a NEO Propagator for Space Situational Awareness Zuccarelli, V 1; Weikert, S 1; Valles, C Y 2; Bancelin, D 3; Thiullot, W 3; Hestroffer, D 3 1Astos Solutions, (GERMANY); 2ESA, (NETHERLANDS); 3IMCCE, (FRANCE) ...... 85 09:20 Space Situational Awareness: It's Not Just About the Algorithms Schonberg, W 1; Sridharan, R 2; Guo, Y 3; Maclay, T 4 1Missouri University of Science & Technology, (UNITED STATES); 2MIT/Lincoln Laboratory, (UNITED STATES); 3JHU/Applied Physics Laboratory, (UNITED STATES); 4Celestial Insight, Inc, (UNITED STATES) 86 09:40 CNES Strategic Plan for Space Traffic Control Alby, F CNES, (FRANCE) ...... 87

Session 35 Environmental impacts of space operations – Part I Chairs: T. Pfitzer, C. Leveau Room: 312

09:00 ESA Clean Space Initiative Innocenti, L ESA, (FRANCE) ...... 88 09:20 Cyclone-4 in Alcântara: Building Safety with environmental Responsibility Moura, Carlos ; Franca, S. ; Portela, J. Alcantara Cyclone Space (ACS), (BRAZIL) ...... 89 09:40 Large-eddy Simulation of a Booster Jet: Towards a better Prediction of the Impact of Rockets on the Atmosphere Poubeau, A 1; Champesting, E 2; Dauptain, A 1; Wang, G 1; Paoli, R 1; Cariolle, D 1 1CERFACS, (FRANCE); 2CNES, (FRENCH GUIANA) ...... 90

10:30 Coffee Break

Session 36 Environmental impacts of space operations – Part II Chairs: J. Haber, C. Moura Room: 312

11:00 Safety and Environment - Masterplan 2020 of DLR's Rocket Test Center Lampoldshausen Dommers, Michael ; Haberzettl, Andreas DLR, (GERMANY) ...... 90 11:20 Sea Areas Protected for Environment:A Constraint taking into Account in the French Space Operations Act Louvel, S. 1; Talbot, C. 2; Bruniquel, J. 2 1CNES, (FRANCE); 2ACRI-ST, (FRANCE) ...... 91

11:40 Environmental Studies at the Guiana Space Centre Richard , Sandrine CNES/CSG, (FRENCH GUIANA) ...... 92

Session 37 Re-entry safety – Part III Chairs: P. Wilde, T. Sgobba Room: 200

11:00 Brake up Models and Simulations of an Asteroid Hit to Earth Ortega, G ; Trujillo, M ; Fletcher, E ; Ghidini, T ESA, (NETHERLANDS) ...... 93 11:20 POPSCAN : a CNES Geo-Information Study for re-entry Risk Assessment Fuentes, N. 1; Tholey, N. 2; Battiston, S. 2; Montabord, M. 2; Studer, M. 2 1CNES, (FRANCE); 2SERTIT, (FRANCE) ...... 93 11:40 Risk Analysis on Human Health and Environment induced by Spacecraft Elements Suviving an Atmospheric Re- Entry Combes, Hélène ; Laurent, Elisabeth ; Durin, Christian ; Cazaux, Christian Centre National d'Etudes Spatiales, (FRANCE) ...... 94 12:00 Reliability and Maintainability (R&M) Role in Designing for Safety and Affordability Fayssal, Safie ; Richard, Stutts NASA, (UNITED STATES) ...... 94

Session 38 Space debris and space debris removal - Part V Chairs: E. Levin, H. Klinkrad Room: 100

11:00 The Cost of Future Collisions in LEO Levin, E.M. 1; Carroll, J.A. 2 1STAR, Inc., (UNITED STATES); 2Tether Applications, Inc., (UNITED STATES) ...... 94 11:20 Passivation Techniques for future Spacecrafts to comply with French Space Operations Act Bonnet , François ; Cazaux, Christian ; Dejoie , Joël ; Gibek , Isabelle ; Pelletier , Nicolas ; Rapp , Etienne CNES, (FRANCE) ...... 95 11:40 Legal and Regulatory Challenges of Active Debris Removal and On-Orbit Satellite Servicing Activities Nyampong, Y.O.M. McGill University, (CANADA) ...... 95 12:00 Telecom 2 End of Life Operations - Moving Stakes, Solutions and Reality Varinois, Arnaud CNES, (FRANCE) ...... 96

Session 39 Regulations and Standards for Safety – Part IV Chairs: R. Lee, R. Jakhu Room: 201

11:00 The Conflict between Sustainable Space Flight and Safety. Edwards, J Applied Science, Engineering and Mission Assurance, (UNITED STATES) ...... 28 10:20 The legal Challenge of on-Orbit Servicing Operations: Space law as space safety contributor Puteaux, Maxime 1; Gick, Marc 2 1Institut Droit de l'Espace et des Télécommunications, (FRANCE); 2MDA, (CANADA) ...... 96 10:40 Safety Standards for Outer Space Activities. Larsen, P. Georgetown University, (UNITED STATES) ...... 63 21

Session 40 Panel session Commercial Human Spaceflight 11:00 - 12:30 Chairs: A. Quinn, J-B. Marciacq Room: 203

Is Self-Regulation the Way of the Future?

12:30 Lunch Break

14:00 Plenary Session: Part 1

History, Organization and Programs of Arianespace – First Commercial Launch Operator Laurent Jourdainne, Arianespace

14:45 Plenary Session: Part 2

Jumping from Stratosphere – Breaking a Record Safely Art Thompson, Red Bull Stratos Team

16:00 Plenary Session: Part 3

Conference conclusions and announcements T. Sgobba, IAASS President

16:30 Conference ends

Poster session:

Space Debris : Threat in Space Kaushal Institute of Science & Technology, Klawad, Haryana, INDIA ...... 97

Stranded in Space - Coping with a Loss of a Space Craft Mohan Founder President Space Tourism Society Indian Chapter, India ...... 99

Ensuring Safety against G Forces, Cosmic Radiation, Zero G Health Problems and Emergency Mohan Founder President Space Tourism Society Indian Chapter, India ...... 100

ABSTRACTS

Estimation of Lifetime for Launchers Debris in geostationary transfer orbits injected during launch Geostationary Transfer Orbits operations from French Guiana since 1968. The main Handschuh, DA1; Bonnal, C1; Palun, A1; Morand, V2 goal is to have a systematic approach in listing all 1CNES-DLA; 2CNES-CST activities operated from Kourou that injected objects in GTO. These data have been cross-checked with Nowadays the most part of the space community is the USSTRATCOM official catalogue to evaluate the aware of space debris issues. Some orbits are near to actual situation of these objects. Using these data, be overburdened. Others have to be carefully the paper will present a first evaluation of the observed and protected because they are used for lifetime duration of the listed objects and manned missions. The particularity of geostationary recommend to use statistical approach to deal with transfer orbits is their tendency to cross all this kind of orbits. operational altitudes during a long time. When satellites are injected in GTO, launchers upper stages *************** or carrying structures for multiple launch are often abandoned in orbit. As the commercial mission is Active Debris Removal Systems ended, these bodies are inert and cannot re-orbit Retat, I.; Bischof, B.; Clerc, X.; Mädiger, B.; Magne, J.; themselves to re-enter the terrestrial atmosphere Pisseloup, A. quickly. In fact, objects injected in GTO are often on Astrium Space Transportation stable orbits and their lifetime could be tens or hundreds years. The population of object in orbit and in particularly Firsts studies have shown that evaluation of the in polar orbits is increasing. The high flux will lifetime duration for ballistic object in space is quite enhance the probability of collisions which will feed complicated because the orbital evolution is strongly a further flux increase eventually yielding a linked to the surface-to-mass ratio which could be cascading effect. This so called Kessler effect can be difficult to know precisely because attitude is not reduced or even avoided by actively removing some anymore controlled after commercial mission and large pieces of debris - inactive satellites or launcher the mass budget depends on the propellant upper stages - on a yearly basis. Active debris consumption during the flight and the boil-off removal requires several key technologies which are process after the end of the mission. Moreover, not generally mastered, yet. In particular the capture some studies have highlighted that geostationary and de-orbitation of un-cooperative objects is transfer orbit evolutions are particularly difficult to challenging and employs technologiy areas being not predict because of resonances identified with sufficiently mature, yet. terrestrial potential J2 secular effects and luni-solar potential interaction. It is known that initial This paper summarizes the activities of Astrium ST to conditions on orbital parameters to enter the mature the competences and to implement the resonance are very precise. That means that a little technologies in chaser system concepts for active variation of one parameter will avoid the resonance. debris removal. In particular, the in-house activities Especially in GTO with low inclination, the initial to approach the un-cooperative debris, to capture conditions for resonance are obtained after a first the target and to process it will be described. period of erosion of the orbit to obtain a semi-major Astrium ST will explain the GNC as well as visual axis clause to 15 000 km. This erosion of the orbit is navigation. An overview on capture technologies will not deterministic because there are many be given and the associated de-orbiting strategies uncertainties in the calculation (as, for example, the will be detailed. Eventually, the baseline system evolution of the solar radiation pressure). This could concepts will be presented including chaser designs explain why it is so hard to determine if an aimed for multiple and single target mission. The operation orbit will resonate or not. To compensate this of multi target chaser vehicles requires considerable uncertainty, the method that will be proposed in this effort for the mission planning in order to minimize paper is to have a statistical approach of the orbital the äv budget and optimize the use of propellants. evolution. The results of various concurrent engineering This paper is to present a status of objects in

24 sessions performed to improve the mission design main engine of stage, and with the use of additional and vehicle concept will be reported. gas rocket engine running on gasified residues of propellant components. *************** This solution allows to keep the achieved flight The Development of Gas Rocket Engine for the reliability of main engine. Deorbit of Launch Vehicle upper Stage after the Mission Due to the low pressure in the combustion chamber Prusova, OL of the developed gas rocket engine (about 3 ... 4 bar) Omsk State Technical University the question of the working process stability in the combustion chamber arises. Unstable combustion The increasing amount of space debris is becoming connected with the appearance of low- and high- an international problem, and regulations frequency pressure fluctuations, which can reduce concerning the upper stage of used launch vehicles the reliability of the engine. which are the source of much space debris, are becoming increasingly stringent. The purpose of this work is the development technique for assessing the stability of the working The possibility of successful deorbit of the launch process in the developed low-sized gas rocket engine vehicle upper stage was demonstrated: running on gasified propellant components. In the paper: - on the Delta IV Medium launch vehicle during the DMSP-17 mission in 2006; - identify differences between the developed gas - on the H-IIB launch vehicle during Flight No. 2 in rocket engine from existing; 2011; - reviews the status of the problem of the working - on the ARIANE 5 ES launch vehicle during the Flight process stability in the liquid and gas rocket engines; VA205 in 2012. - study the combustion stability in the developed gas rocket engine.

Upper stage engines of all noted above launch *************** vehicles operate on liquid hydrogen and liquid oxygen. In Russian Federation the RP-1 is the fuel of Spacecraft Vulnerability to space Debris is not an the most frequently used launch vehicles (Zenit, Option Souz launch vehicle family, perspective Angara Bensoussan, Denis launch vehicle family). RP-1 is a liquid by the end of Hiscox rocket engine operation. The Iridium collision in 2009 dramatically revealed a The active on-board deorbit system of launch vehicle worrying safety situation in outerspace. A risk which stage, using liquid oxygen and RP-1 as fuel, is has traditionally been considered highly improbable developing in the Omsk State Technical University. and theoretical has suddenly became a realistic This system includes the gasification system of the possibility. RP-1 remaining in the tank of launch vehicle upper stage after separating the payload. A specially From that very moment on, space debris risks designed gas rocket engine with four combustion became a clear and present danger to human chambers is used for realization of power resources activity in space with launch vehicles and satellites concluded in gasified products. This is the essential being the first potential casualties of Earth orbits difference from the approaches implemented on rapidly altering environment. Delta IV, H-IIB and ARIANE 5 ES launch vehicles. The novelty of the developed method of launch Orbits usually considered safe are increasingly vehicle upper stages deorbit is that the deorbit becoming danger zones. Regardless of ongoing manoeuvre will be realized not by the restart of debris formation prevention efforts and/or of the 25 promises of active debris removal techniques, a *************** cautious, short term and yet proactive strategy would consist in preparing for a deteriorating "Search and Rescue in Space Activities: Is There a situation often referred as the Kessler Syndrome. Specific Legal Regime?" George D. Kyriakopoulos, GK A primary requirement would be to assess and National and Kapodistrian University of Athens measure spacecrafts vulnerability to debris and to identify existing or potential weaknesses. Then The international obligation to render assistance to solutions could be developed to mitigate and reduce ships or aircraft constitutes a direct implication of it. the (general and well-recognized) principle of In view to address those requirements, an ongoing elementary considerations of humanity, through the study sponsored by the European Commission under creation of specific search and rescue (SAR) legal the FP7, the Revus Consortium led by Astrium and to regimes, at sea and in airspace. The main point of which Hiscox is a major contributor has endeavoured research of this paper is to examine if such a regime to analyse this vulnerability through two factors: can validly be claimed to exist in Outer Space. - Impact probabilities for satellites - Assessment of damage caused by impact from As far as vessels in distress are concerned, art. 98 of space debris the UNCLOS places a two-fold obligation of assistance: on ship masters (art. 98 par. 1) and on Resulting conclusions are being currently processed coastal States (art. 98 par. 2). Against the latter, a and will lead to the development, testing and specific obligation to promote SAR "by way of evaluation of practical/realistic solutions to increase mutual regional arrangements" is created. Same spacecrafts safety through improved robustness and philosophy is introduced by the 1974 SOLAS resilience. Convention, as amended, and further elaborated by the 1979 Hamburg Convention on Maritime Search We strongly believe this 6th edition of IAASS and Rescue. Thus, SAR at sea does not rely on a Conference provides a remarkable opportunity to collective international mechanism (under the share and confront those results with the IAASS auspices of the IMO), but presupposes an agreement community. The various panels and presentations among the neighboring coastal States concerned. will provide useful feedback and will allow us to measure the evolution and progress made since the Regarding aircraft in distress, on the basis of art. 25 previous editions. of the 1944 Chicago Convention ("Each contracting This Conference could not come at a more critical State undertakes to provide... assistance to aircraft time for the space industry at large and for us as we in distress in its territory"), as also in conformity with are fast approaching the moment when decisions Annex 12 to said convention, specific SAR Regions should be taken and solutions selected and have been established, through the adoption of implemented. Regional Air Navigation Agreements. Inside each SAR In this respect, we would most grateful to have our Region, the competent Authority of the coastal State presentation selected by the IAASS in order to be is responsible for the provision of SAR services. able to raise challenging questions, expose our last findings and stimulate interest and reflection on It has to be mentioned that a harmonization and spacecrafts safety particularly on the following coordination of the corresponding legal regimes of issues: air and sea SAR operations has been put forward: - Spacecrafts probabilistic risk assessment Oceans have been divided into 13 SAR regions and - Safety risk management and mitigation provisional SAR plans have been adopted (1998 IMO - How to design safety into space materials and Fremantle Conference). To add to that, the now space vehicles common (ICAO-IMO) International Aeronautical and - How to improve technical and mission robustness Maritime Search and Rescue (IAMSAR) Manual and resilience provides guidelines and procedures (of technical and

26 operational nature) for both aviation and maritime order for the SAR operations to be more effective operations. and adequate. In the context of the necessary evolution "from principle to system", the existing Which is the situation, as far as SAR in outer space is Air/Sea SAR legal regimes could be applied in Space concerned? by analogy, offering, thus, a valuable help.

The OST provides for an obligation of assistance to *************** astronauts ("envoys of mankind") "in the event of accident, distress, or emergency landing on the How Far is China from an International Code of territory of another State Party or on the high seas". Conduct for Outer Space Activities Furthermore, astronauts shall be returned "to the Su, Jinyuan State of registry of their space vehicle" (art. V). A Xi'an Jiaotong University similar obligation is established against astronauts of a State Party, who "shall render all possible The derogation of space environment, in particular assistance to the astronauts of other States Parties". the proliferation of orbital debris, is approaching such a severity that urgent actions are demanded This principle is further elaborated by the Rescue from the international community to mitigate its Agreement, against "the personnel of a spacecraft" - further growth. The European Draft Code of Conduct a wider term than "astronauts" - which provides for for Outer Space Activities (the European CoC), which consultation and cooperation with the launching was first released by the European Union (EU) in authority (art. 2). Same article refers to "search and 2008, is one of the responses to this challenge. After rescue operations", which must be "effective", subsequent updating and revisions, the revised draft although no further description or organization of was released in 2010. The European CoC is used by such "operations" exists. Moreover, art. 4 reiterates the EU to engage with third countries that have an the "obligation to return" of the OST. interest in outer space activities, with the aim of establishing a text that is acceptable to the greatest The Moon Agreement further widens the scope of number of countries and of adopting the CoC at an the assistance obligation - "to safeguard the life and ad-hoc diplomatic conference. health" not only of astronauts or spacecraft personnel but, in general, "to persons on the Moon". The formulation and promotion of the European CoC States must equally "offer shelter" in their has made the EU one of the key players in the installations to such persons "in distress" (art. 10). In politics of outer space. The instrument has been this respect, in case of "an emergency involving a endorsed by quite a few space-faring countries, threat to human life, States Parties may use the including Australia, Canada and Japan. The United equipment, vehicles, installations, facilities or States, though it declined to sign the revised draft supplies of other States Parties on the Moon" (art. straightly, has decided to join with the EU and other 12 par. 3). nations to develop an International Code of Conduct for Outer Space Activities, as announced by From what has been said it follows that although Secretary of State Hillary Clinton on 17 January 2012. Space Law does provide for SAR operations, it does In contrast, China, Russia, India and Brazil have so on the level of principle, as no integrated and self- reportedly distanced themselves from the European sufficient legal regime (as in airspace or at sea) CoC primarily on the grounds that they were seems to exist: Multi-dimensional by nature (as it insufficiently consulted in the drafting process of the may take place on Earth, on celestial bodies or in instrument. Outer Space) and being mainly an obligation of the (acting) Contracting Party, SAR in Space lacks so far a As China emerges as one of the most important systematic legal approach describing specific space-faring countries, its participation in the procedures and technical/legal organization. It must negotiation of an International Code of Conduct for also be discussed if specific SAR sectors (analogous Outer Space Activities is important for the to SAR regions in airspace) have to be defined, in international community as well as the country

27 itself. Without China's participation, any The Conflict between Sustainable Space Flight and international efforts to preserve the sustainability of Safety. the space environment would be discounted in their Edwards, J effects. For China, active participation in the Applied Science, Engineering and Mission Assurance negotiation is important. Although a code of conduct is not legally binding, it nevertheless possesses Individual advancements in space safety, such as moral forces. Once such a code of conduct is in new design innovations or advancements in existence and supported by the majority of space- materials, are crucial to the future of safe space faring countries, China could be placed in a situation flight. But overall, safety is a process. Since the Space where it is morally hijacked± and its interest is not Shuttle Challenger and Columbia tragedies, the sufficiently reflected therein. discipline of Safety and Mission Assurance has made tremendous advancements in developing robust This article studies the backdrop of the European hazard analysis, risk management, quality assurance CoC, its fundamental contents, revisions and and configuration management processes. These feedbacks from other States. It then compares it interdisciplinary methodologies combine to with China's policies on outer space, taking account dramatically improve the overall risk profiles of any of its policy documents released every five years and given mission and provide decision makers the its proposal of prohibiting weaponization of outer information they need to make sound, risk- space at the Conference of Disarmament, namely informed, go-no-go decisions. the Treaty on Prevention of the Placement of Weapons in Outer Space and of the Threat or Use of However, these processes are time and labor Force Against Outer Space Objects. By so doing, it intensive and come at an enormous cost. The attempts to identify major hurdles for China to conflict that arises is this; public and political subscribe to the European CoC, and evaluate tolerances for risk are shrinking, as are tolerances for whether the European CoC could be further revised long drawn out development times, while at the so as to accommodate China's concerns. same time the public sector and private sector demands to do more at less cost are rising. Current *************** trends toward commercialization and ever-shifting policy directions almost ensure that robust safety French Regulations applied to future European processes cannot or will not be followed or, at least, Launchers will come under extreme cost pressures and be Cahuzac, Francois; Biard, Arnaud severely compromised. Yet, any sustainable CNES commercial or government program will require either a high degree of safety and reliability or an FSOA and associated regulations came into force on enormous amount of luck. 2010, December 10th. This new legal framework is now taken in account for all European Launch There are numerous examples of how this conflict activities. The teams in charge of development take has already led to safety compromises. For example, in account the rules of the registration and prepare on the Constellation program, now cancelled, a the required specific files in order to obtain the rushed design process, heavily influenced by cost attestation of conformity necessary to latter obtain concerns, led to an underpowered design for the the authorization for flights. Dialogue between Ares 1 rocket. Once committed to the design, the project teams and inspectors team is now the habit. cost pressure to remain committed rather than In this paper we will present how this was organized, return to the drawing board led to program and the main outputs for the ongoing developments requirements yielding their safety tolerances from 2 : A5 adaptation for Galileo, Ariane 5 Midlife fault tolerance for catastrophic failures, to 1, and for Evolution whose first flight is foreseen in 2017 and mission critical failures, from 1 to 0. Ariane 6 whose first flight is foreseen in 2021. There is an old saying that people want things fast, *************** cheap and good, and with luck you might get two of

28 the three. Given current trends in space flight, future associated software specification to be provided by programs, public or private, will need to overcome ASTRIUM will have to be compliant with the NASA the competing pressures of fast, cheap and safe. human safety critical standards. What can be done to achieve this balance? But many other projects, not directly involving - Past, present and future failures. human life preservation, could largely benefit from - The impact of disposable¡ programs. the expertise and techniques acquired in the field of - The lesson of the Buff. human safety critical software development. This - In design process, safety must vote early and ranges from vehicle demonstrator developments often. tested on Earth ground in one side, to long distance - Building on legacy systems. missions such as planetary rovers on the other side. - What is a reasonable safety expectation (aviation During certain phases of their mission or for specific v. space). functions, the onboard software is in charged of - Commercial realities. preserving the integrity of the vehicle, and therefore - Battling public perception. the mission, by operating a "safe mode" for - Divisions of Labor. example, in case of abnormal condition detection. - Government / commercial handshake. - NASA to FAA transition. This paper will address how the methods used for - How can SMA be done better, cheaper and faster? highly critical function developments could be tailored to other projects to fit their specific needs *************** and comply with the project cost objectives. The examples of the HOMER Lander demonstrator Tailoring Human Safety Critical Expertise for project (successfully operated in November 2012) Mission Safety Critical Software Development and the ExoMars rover project will be used as study Boudillet, O; Peron, T cases (projects respectively from ASTRIUM Space ASTRIUM Space Transportation Transportation and ASTRIUM Satellites).

In 2008, with the very successful flight of the Jules The paper will survey the major phases of the Verne, the first of the 5 Automated Transfer Vehicles development by ASTRIUM of various pieces of safety (ATV) commissioned by ESA to automatically dock critical software (either human or only vehicle or and service the International Space Station (ISS), mission level related) and how a general safety Europe has demonstrated its ability to develop related method can be applied to them: Space Safety Critical software. Within the ATV, ASTRIUM Space Transportation has increased its - The software architecture definition phase, with expertise in software development by delivering the more particularly the use of the Model Driven first European critical level A software in the space Environment (MDE) approach. SCADE (from ANSYS), domain, the one that specifically ensures the as a tool, and the ASTRIUM ST implementation collision avoidance function. philosophy to use SCADE will be presented. - The coding and Unit testing phase (both from Since then, two others ATV have been operated with manual coding or auto-coding from MDE). success and more projects are under development in - The validation phase, using either a traditional or a the human flight segment. ATK and ASTRIUM have more AGILE oriented approach, and how to perform been short listed to deliver a proposal for NASA's fast and automated validation loops, thanks to new launcher project Liberty for crew specific tools. transportation, unfortunately without reaching the final selection phase. The 2012 European Ministers This paper will conclude on how a tailored human Council has agreed to contribute to another major safety critical software development approach can NASA's project, ORION, by supplying the propulsive be a cost effective way to guarantee the quality of bay of the Multipurpose Crew Vehicle (MPCV), based vehicle safety critical or mission safety critical on an evolution of the ATV propulsive bay. The projects, even if no human life is directly at sake.

*************** combine the use of traditional dependability analysis techniques (SFTA, SFMECA and SHAZOP) and the PRO-Elicere: A Study for create a new Process for concept of knowledge discovery and intelligent Dependability Analysis of Space Computer Systems databases, in order to improve the dependability of da Silva, Glauco1; Netto Lahoz, Carlos Henrique2 space critical computer systems. 1Aeronautics and Space Institute (IAE); 2Institute of Aeronautics and Space (IAE) Finally, the expected result of this research is that the PRO-Elicere could be a part of the V&V software Many of the space safety engineering practices activities of the projects under development by currently used for computer critical systems are still Aeronautics and Space Institute (IAE), such as the traditional approaches, such as Failure Modes and Brazilian Satellite Launcher (VLS). The VLS is a small Effects Analysis (FMEA). Although, when properly rocket, originally designed to launch satellites for adapted could be obtain significant results, this kind environmental data collection and remote sensing. of analysis should not be limited to use only these techniques, due to the contribution of software in *************** accidents is completed different from those involving purely mechanical or electronic Analysis of Software Development Methodologies components. Furthermore, in safety analysis the to build Safety Software Applications for SATEX-II massive amount of data to be analyzed need Aguilar, J.1; Vargas, H.1; Pedroza, A1; Chavira, E.1; intelligent ways to assist in the process of gathering Alonso, M2; Vera, D.1 information and support the decision process, to 1UPAEP; 2CICESE evaluate, classify and organize the critical items, the potential severity of failures, the common mitigation Mexico is a country where the experience to build provision that could be adopted, and to create a software for satellite applications is beginning. This history of potential solutions to reuse. is a delicate situation because coming shortly we will need to develop software to SATEX-II (Mexican This paper presents the studies to create a new Experimental Satellite). SATEX- II is a SOMECyTA's model of space software dependability analysis, project (the Mexican Society of Aerospace Science called PRO-Elicere that intends to associate and Technology), this project is partially supported traditional knowledge of safety analysis, as Software by the Mexican Space Agency. We had experienced FMEA and Software Hazard and Operability Studies applying software development methodologies, like (SHAZOP), to intelligent mechanisms to decision TSP (Team Software Process) and SCRUM in other support to analyze the potential hazards and failure areas. Then, we analyzed these methodologies and of a critical system. we concluded that this can be applied to develop software to SATEX-II, also, we supported these First, some techniques and tools that support to methodologies with SSP-050-0 Standard in particular space system dependability analysis will be present with ESA PSS-05-11 guide to software quality in order to identify the current approaches that assurance. Our analysis was focusing on main explore the use of computational resources, both to characteristics of each methodology and who these hardware and to software hazard analysis. methodologies could be used with the ESA PSS 05-0 Techniques such as natural language processing Standard. Our outcomes, in general, may be used by (NLP), data mining (DM), machine learning (ML), and teams which need build small satellites, but, in tools like XCALIBR (XML Capability Analysis LIBRary particular, these are going to be used when we will from JPL/NASA), RMSDB (Reliability, Maintainability, build the software applications of SATEX-II. and Safety Design Balancing Toll from Constellation Program/NASA) and EDAStar (A collection of tool for *************** design, verification and analysis of complex systems and processes from EDAptive Computing Inc.) are introduced and some of key features are discussed. After that, the paper will briefly discuss how to

Reliability Prediction Analysis: Airborne System methodology by the industry. The 217Plus already Results and Best Practices contains twelve embedded component models. Silva, N; Lopes, R Before the release of this handbook, the equations Critical Software, S.A. comprising the component reliability prediction models were not available in printed form. Now, the Aerospace systems safety heavily depends on how details of the models can be reviewed, and the they are controlled, and how they behave under the reliability prediction results can be better environmental conditions and abnormal conditions. interpreted and supported through mutual The ability of the system to maintain a reliability practitioner, management and customer level that is acceptable under environmental understanding. conditions can be assessed through reliability predictions. These predictions can be used to This article presents the results of several reliability evaluate the need for design changes, additional prediction analysis for aerospace components, made control systems, changes or adaptations in by both methodologies, the 217F and the 217Plus. operational procedures, etc. Supporting and complementary activities are Reliability predictions are one of the most common described, as well as the differences concerning the forms of reliability analysis by predicting the failure results and the applications of both methodologies rate of components and overall system reliability. that are summarized in a set of lessons learned that These predictions are used to evaluate system and are very useful for RAMS practitioners. design feasibility, study design alternatives, identify The effort that is required for these activities is also potential failure areas, trade-off system design an important point that is discussed, as is the end factors, and track reliability improvements. These result and their interpretation/impact on the system predictions also intend to prove that the overall design. system reliability, availability and maintainability requirements are met. The article concludes while positioning these activities and methodologies in an overall process For the past years, the most widely used reliability for space and aeronautics equipment/components prediction methodology handbook was MIL-HDBK- certification, and highlighting their advantages. 217 (the Military Handbook for "Reliability Some good practices have also been summarized Prediction of Electronic Equipment"). MIL-HDBK-217 and some reuse rules have been laid down. Also, a has been published by the Department of Defense. comparison is performed between the The latest version of handbook is MIL-HDBK-217F, methodologies used in the Space and Aeronautics Notice 2 (217F-2). industry. Remarks are also performed regarding the advantages for the Space industry in adopting some This handbook contains failure rate models for the of the methodologies used in the Aeronautics various part types used in electronic systems, industry. including ICs, transistors, diodes, resistors, Safety Critical components cannot consider capacitors, relays, switches, connectors, etc. These reliability and safety as an option, in fact, the safety failure rate models are based on large sets of field level of a system depends on the individual safety collected data that have been obtained for a wide levels of the components, depending on their variety of parts, systems and domains; this data has criticality and role in the system. So, RAMS analysis been analyzed and simplified to create usable becomes a key activity for any safety critical system. models. The MIL-HDBK-217F is now being replaced by the *************** 217Plus methodology, from RIAC. Besides being a methodology, the 217Plus is already being covered by free and commercial software tools that support and simplify the assessment of system reliability, which shows the degree of acceptance of this

Applicatian of Use Case Scenarios to analyse Needs the defined indicative SST services, a set of high level on the Future European SSA Governance and Data use cases with representative information flows Policy have been defined, with a further identification of Valero, J.L; Albani, S.; Gallardo, B.; Matute, J.; concrete use cases scenarios. Finally, an in-detail O'Dwyer, A. assessment of the complete set of use case European Union Satellite Centre scenarios has been performed, directed to identify Data Policy and Governance needs and additional Space Situational Awareness refers to the knowledge functional requirements based on the identified core of location and function of space objects and the Data Policy topics and potential architecture models. space environment, including operational satellites, This assessment has reflected practices and space debris, near Earth objects and space weather. processes used on existing SSA capabilities in The development of a European Space Situational Europe, supported by the usage of the SPA Awareness system will underpin the exploitation of Demonstrator software implementing the service European space assets, representing a key capability processing chains. The analysis has facilitated the contributing to the autonomous access to space for identification of Governance and Data Policy findings Europe. summarized in a set of recommendations involving The "Support to Precursor space situational areas such as space object catalogue management, Awareness services" (SPA) project is an FP7 Support classification/declassification governing rules, Action (Grant Agreement No. 262930, theme definition of security domains and information SPA.2010.2.3-2: Security of space assets from on- exchange in a dual SSA capability, SSA-SST sensor orbit collisions) managed by the European Union network definition and required agreements, Satellite Centre (EU SatCen) under the full control of amongst the most relevant to further support the EU Member States. The EU SatCen, through the SPA development of an SSA capability in Europe. The EU project, has contributed to the current SSA activities SatCen will capitalise on its existing assets and in Europe by providing a set of suggestions and unique expertise in data security policies by recommendations to support decision-making implementing the STEP (Support to the regarding the development of an SSA Governance developmenT of a European SSA caPability) FP7 and Data Policy. In particular, SPA has implemented Support Action. This project will address challenges an evaluation process based on use case scenarios to and pressing issues of European SSA Data Policy analyse specific technical needs on the future development, facilitating the technical interaction of European SSA Governance and Data Policy. This stakeholders bridging the gap between decision evaluation process has involved relevant SSA makers and technical audiences. stakeholders in Europe (EU Member States, EC, EEAS, EDA and ESA) and has used representative *************** architecture models supported by services processing chains and real data. Conjunction Detection and Orbit Life Time of Geosynchronous Transfer Orbital Debris The evaluation process has followed three main Han, Lei; Gong, Jiancun; Wang, Ronglan; Liu, Wei; phases along the project. The first phase has Yan, Ruidong consisted in the definition of indicative SSA Space National Space Science Center Surveillance and Tracking (SST) services (Satellite Conjunction Warning, Satellite Overflight and Space The Geosynchronous transfer orbit (GTO) covers the Re-entry Prediction), identification of existing space from about 200km low earth orbit (LEO) to the requirements and main data policy topics to be 35 800km geostationary satellite orbit (GEO). In considered (namely data general close approach method the pri-filter using classification/declassification rules, information and apogee/perigee is less effective for GTO debris. And facility protection, administrative aspects, the precision of conjunction detection depends on interoperability and standardization) and the orbital propagator. For the most near circle identification of potential architecture models. After orbits, the prediction using the fixed time step work the implementation of the first phase and based on well. But near the perigee of GTO, the true anomaly

32 changes quick in a single step which might miss the leads to the conclusion that there is a need for approach. So in the paper the close approach Middle Man role. computing method uses the variable time step to try to keep the true anomaly changing rate uniform After describing the Middle Man concept, this paper which could improve the detection for GTO debris. introduces the French response CAESAR And the lifetime of GTO is another problem to be (Conjunction Assessment and Evaluation Service: focused on. It is determined by the atmospheric drag Analysis and Recommendations) and the need for near perigee, the solar-lunar perturbation near collaborative work environment which is implied by apogee and the initial state into the orbit. The Middle Man concept. It includes a description of the second part of the paper used the historical environment put in place for CAESAR (secure ephemeris of the typical GTO debris to find which website and dedicated tools), the content of the condition would affect most. Then the result could service, the condition for the distribution of the refine the lifetime prediction which is very useful to CNES software JAC (Java for Assessment of analyze the threat of the GTO debris generated by Conjunctions), the advantages for subscribers. the breakup event. This paper mentions in conclusion perspective for *************** near-future.

CAESAR : An Initiative of Public Service for Collision *************** Risks Mitigation Beaumet, G.; Moury, M.; Laporte, F. Value of Responsive Launch Safety Toolsets CNES Pfitzer, T. Wayne Devoid Because of the ever-increasing number of orbital debris, the possibility of a satellite collision with a Tools used to generate public risk estimates are space debris or another satellite is becoming more historically borne on desktops of analysts. These and more likely. This phenomenon concerns all orbit rudimentary tools are created for specific analyses, altitude regime, particularly LEO but also GEO. specific vehicles, and specific inputs. As the need for Therefore CNES, the French Space Agency, in July these tools grows, individual tools are grouped into 2007 settled an operational collision risk monitoring. larger toolsets and distributed to a wide variety of After the first collision with an operational satellite government and private organizations. While these in February 2009, major changes began in USA : toolsets enforce common input parameters and JSpOC started to monitor collision risk for all the streamline data flow, the underlying methodologies operational satellites and to send information of risk assessment often do a poor job in addressing messages describing close approach risks to the growing needs of the new analysts who rely on operators worldwide. In July 2010, Conjunction them for answers. Summary Messages (CSM) which are complete information to assess a collision alert, are made This paper will discuss the advantages and available for all by USSTRATCOM with a secured disadvantages of all-in-one risk assessment toolsets access on Space Track website. CNES operational as they are applied to a wide variety of orbital, Collision Avoidance process evolved to take into suborbital, lander, and unmanned vehicles. Toolsets account access to CSM data. that are designed from the ground up specifically to address ever-changing vehicle and mission This paper starts by describing the conjunction parameters like APT’s SafeLab and Horizon toolsets analysis which has to be performed using CSM data reduce the need for additional software provided by JSpOC. This description not only development costs for launch ranges and vehicle demonstrates that Collision Avoidance is a 2-step manufacturers. process (close approach detection followed by risk evaluation for collision avoidance decision) but also ***************

Closing the Collision Risk Gap between current Designing Safety into Spacecraft Components Launch Collision Avoidance Protection and the Kio, M.T.E; Kio, T.E standard ISS Collision Risk CRANFIELD UNIVERSITY Eric Schultz, D. NASA In a world increasingly dependent on electricity and electronics, the "space weather" outside the Agreements and procedures currently exist in the atmosphere can have serious effects, in particular on U.S. that provide collision risk protection for the ISS human communications. Currently more than 200 and other manned spacecraft from newly launched communication satellites circle the Earth in vehicles by means of conducting pre-launch synchronous orbit. A large magnetic storm can conjunction assessments. These conjunction greatly increase the number of fast ions and assessments cover the period when newly launched electrons which hit those spacecrafts; such ions and objects are still under propulsive control, specifically electrons are similar to the ones emitted by upper stage separation plus 100 minutes for most radioactive substances and can create serious missions. problems. The simplest effect is an electric charge on For the ISS, it can take 6 to 24 hours to reliably the spacecraft and its components, usually negative catalog a newly disposed upper stage and up to 33 charge, raising its voltage to hundreds or even hours to plan and execute an ISS avoidance thousands of volts. Charging by itself has little effect maneuver. This creates a gap in the existing collision on the spacecraft's operation, although on a risk protection for newly launched vehicles. This gap scientific satellite it would seriously distort results in a vulnerability of the ISS from the end of observations. However, if different parts of the current "Launch Collision Avoidance (COLA)" spacecraft are charged to different voltages, the protection until approximately launch plus 56 hours. current between them can cause damage. Particles In order to help mitigate this gap, conjunction with higher energy can permanently degrade solar analyses are being developed that identify launch cells. Also, high-energy particles can penetrate the times where the disposed upper stage could violate circuitry and cause either damage or false signals safe separation distances from the ISS. Launch which lead to unintended responses by satellites. window cut-out times can be determined from the This paper will present an overview of how space analysis and implemented to protect the ISS. weather or space radiation environment cause The COLA Gap is considered to be a risk to ISS complete and partial breakdown of satellite operations and vehicle safety. Methods can be used instruments and circuitry. to mitigate the risk, but the criteria and process needs to be established and developed in order to *************** reduce operational disruptions and potential risk to ISS vehicle. This paper describes how draft Commonalities and Differences in Functional Safety requirements and methods can close the current Systems between ISS Payloads and Industrial COLA gap with minimal impact to typical launch Applications windows for Geo-Transfer Orbit (GTO) and direct Malyshev, M1; Kreimer, J2 injection missions. This paper also describes the 1HE Space Operations B.V.; 2Astrium Space strategy to establish common standards in the US to Transportation close the current Launch COLA gap. Safety analyses for electrical, electronic and/or *************** programmable electronic (E/E/EP) safety-related systems used in payload applications on-board the International Space Station (ISS) are often based on failure modes, effects and criticality analysis (FMECA). For industrial applications of E/E/EP safety- related systems, comparable strategies exist and are defined in the IEC-61508 standard. This standard defines some quantitative criteria based on potential 34 failure modes (for example, Safe Failure Fraction). Space Station). JAXA encountered unexpected These criteria can be calculated for an E/E/EP system anomalies during operations on-board. They did not or components to assess their compliance to give safety degradation actually since safety devices requirements of a particular Safety Integrity Level inherent to GHF worked, but some of anomalies (SIL). The standard defines several SILs depending on were unexpected. This paper presents "unexpected" how much risk has to be mitigated by a safety- anomalies happened on-board, and how they relate critical system. When a FMECA is available for an ISS with safety and how they are controlled not to lead payload or its subsystem, it may be possible to to safety accident. calculate the same or similar parameters as defined in the 61508 standard. It is pretty hard to find out •groot cause•h for some of anomalies due to limited telemetry information One example of a payload that has a dedicated and crew resources. In addition, most of engineers functional safety subsystem is the Electromagnetic designing GHF have gone. This paper also introduces Levitator (EML). This payload for the ISS is planned agency level efforts to struggle to find out causes to be operated on-board starting 2014. The EML is a and to set appropriate countermeasure. high-temperature materials processing facility. The dedicated subsystem "Hazard Control Electronics" Finally, this paper summaries lessons and learned (HCE) is implemented to ensure compliance to from anomalies JAXA encountered. failure tolerance in limiting samples processing parameters to maintain generation of the potentially *************** toxic by-products to safe limits in line with the requirements applied to the payloads by the ISS GMES SENTINEL-3: Program. "A Safer Satellite for a Safer Space, a Safer World" Heinrich, Stephane1; Derenne, Philippe2; Palmade, The objective of this paper is to assess the Jean-luc2; Paoli, Francois2; Baillon, Yvan2; Berruti, implementation of the HCE in the EML against Bruno3 criteria for functional safety systems in the IEC- 1ALTRAN; 2THALES ALENIA Space; 3ESA-ESTEC 61508 standard and to evaluate commonalities and differences with respect to safety requirements The Sentinel-3 Mission is part of the Global levied on ISS Payloads. An attempt is made to assess Monitoring for Environment and Security (GMES) a possibility of using commercially available initiative whose overall objective is to support components and systems certified for compliance to Europe’s goals regarding sustainable development industrial functional safety standards in ISS payloads. and global governance of the environment by providing timely and quality data, information, *************** services and knowledge. In that way, Sentinel-3 will help humanity by contributing to the improvement Unexpected Anomaly of GHF On-Board of the life quality. Kobayashi, RK JAXA The Sentinel-3 mission will be more particularly devoted to the provision of Ocean observation data GHF (Gradient Heating Furnace) is vacuum furnace in routine, long term (20 years of operations) and that enables to raise temperature up to 1600 degree continuous fashion with a consistent quality and a Celsius. GHF consumes large amount of power very high level of availability. In addition, the mission (about 4kW), contains pressure vessel and has will be designed to generate Land optical interface with vacuum line. Therefore, GHF has observation products, ice topography and land hazardous function in nature. JAXA performed safety hydrology products. analysis thoroughly, identified all causes and set appropriate safety controls to meet safety Thales Alenia Space has successfully performed requirements. JAXA launched GHF in January of 2011 during past years the definition phase of this mission and operates in Kibo laboratory of ISS (International together with ESA to come to an optimized system 35 answering to the users' needs. The results of this safely and an understanding of the risks incurred on development phase and the way forward for a such missions and how to minimize and control successful implementation of that mission safety them. Such considerations must be introduced early compliant to applicable standards will be presented in the design of the mission itself. in this paper. In particular, the technical baseline will be presented in order to demonstrate the safety Accordingly, COSPAR [1] has promulgated guidelines improvements versus the previous generation of for human missions to Mars with provisions for the similar spacecrafts in term of design and operations. planning of extravehicular activity, long-duration A specific focus will be given on quality and safety cruise, and the design of space systems that support topics raised and managed during satellite both. By the imposition of such requirements, development. international partners undertaking long-duration exploration missions [cf., 2, 3] can be assured of The intention of this paper is to present: meeting international treaty obligations by avoiding the ''harmful contamination'' of Mars as well as - The benefits of GMES initiative and specifically of ''adverse changes in the environment of the Earth the Sentinel-3 mission for the global humanity to resulting from the introduction of extraterrestrial contribute "for a Safer World". matter'' from Mars(see Article IX of the UN Space - The improvements of Sentinel-3 satellite design & Treaty [4]). operations in term of Space Safety with regard to previous similar satellites in demonstrating The COSPAR planetary protection policy applies both compliance to IADC Guidelines "for a Safer Space " to robotic and human missions to Mars, and for the - The specific Safety and Quality management latter provides guidelines for humans that contain process implemented daily and the safety concerns the following principles: raised during Satellite development "for a Safer Satellite" - Safeguarding the Earth from potential back - The specific Ground Safety Submission Process contamination is the highest planetary protection with regard to launch authorities with the specificity priority in Mars exploration; to comply two different launchers and range safety - The greater capability of human explorers can process. contribute to the astrobiological exploration of Mars only if human-associated contamination is controlled *************** and understood; - For a landed mission conducting surface Biological plenatary protection for safe solar operations, it will not be possible for all human- system exploration missions, conducted either by associated processes and mission operations to be robots or humans or both conducted within entirely closed systems; and Rummel, J.D.1; Conley, C.A.2 - Crewmembers exploring Mars, or their support 1Inst. for Coastal Science and Policy; 2Science Mission systems, will inevitably be exposed to martian Directorate, NASA Headquarters materials . [1]

In a program of human and robotic exploration To be an effective element of future exploration leading to the exploration of Mars one challenge will missions, planetary protection must be embraced be to ensure the safety of the crew and the Earth within the organizational culture of the human from exposure to unknown materials (and possibly spaceflight community - becoming part of the living systems) on Mars (back contamination mission ''backbone'' and not an overlay or option. control). Another will be protecting Mars from Earth- Mission planning must encompass both forward and sourced organisms and materials (forward backward contamination control, and address both contamination control). To provide for this two-way the human and robotic aspects of the mission, protection, mission development must embody addressing surface and subsurface exploration, knowledge of environmental impacts from sample handling, and the safe return to Earth of the interplanetary operations and how to conduct them samples and crew.

Human missions will carry Earth-sourced microbial culture we strived to nurture, if we wish to build up populations requiring continued monitoring and our success records. evaluation during the mission. A crew quarantine capability must be provided during and after the Space Shuttle Columbia Accident in 2002 and mission in case humans encounter Mars life in an Fukushima Nuclear Power Plant Accident 2011 are uncontrolled manner, and neither robots nor seemingly unrelated, as one in the space industry humans should contaminate ''special regions'' on and the other in the electrical power supply Mars where Earth organisms might survive [1]. industry; one in the space and air and the other on Uncharacterized martian sites, and samples and the the ground; and, one started with the falling tools used to reach them, will need to be treated as insulation foam debris and the other started with ''restricted Earth return'' items, following proper mighty earthquake and subsequent monstrous handling and testing protocols. Perhaps the most Tsunami waves. important COSPAR guideline is that ''an onboard crewmember should be given primary responsibility Regardless of these differences, the authors found for the implementation of planetary protection that the two accidents exhibits very similar provisions affecting the crew during the mission'' [1]. characteristics up to the accidents. The Only by crew ''ownership'' of the planetary organizational causes led to the accidents were protection requirements will their implementation surprisingly similar. The organizational causes of an for a safe mission be possible. accident are rooted in the history and culture. In both cases, there were the compromises required to References gain approval of development and operations, years 1. COSPAR: Planetary Protection Policy (revised 24 of resource constraints, schedule pressures, and March 2011). COSPAR, Paris, France, 2011. mischaracterization of operations (myths). Cultural 2. National Aeronautics and Space Administration, traits and organizational practices detrimental to Biological contamination control for outbound and safety were allowed to develop. Effective inbound planetary spacecraft, NPD 8020.7G, communication of safety information was stifled. Washington, DC, 2008. 3. European Space Agency, ESA planetary protection The authors examined the organizational causes that requirements, ESSB-ST-U-001, Noordwijk, 2012. led to Space Shuttle Columbia Accident and 4. United Nations, Treaty on principles governing the Fukushima Nuclear Power Plant Accident. In this activities of states in the exploration and use of paper, the authors will discuss differences and outer space, including the moon and other celestial similarities in these two accidents and discuss the bodies, TIAS No. 6347, 1967. recommendations submitted by the accident investigation boards of these two accidents, *************** followed by the lessons learned the authors derived for the space industry. Space Shuttle Columbia and Fukushima Nuclear Plant, Differences and Similarities in Organizational *************** Accidents and LL Mitsui, Masami1; Takeuchi, N2; Kawada, Y2; Lessons Learned for Space Safety from the Kobayashi, R2; Miki, M2; Nogami, M3 Fukushima Nuclear Power Plant Accident 1Japan Aerospace Exploration Agency; 2JAXA; 3Japan Miki, MM; Mitsui, MM; Kawada, YK Manned Space Systems Corporation JAXA

After H-IIA Launch Vehicle No. 6 failure in 2003, JAXA On March 11 2011, Tohoku Region Pacific Coast operations have been successful without Earthquake hit Japan and caused the devastating experiencing significant failures. However, it should damage. The Fukushima Nuclear Power Plant was be now, with accumulating success experiences, that also severely damaged. we should be most alert to maintain the safety

The Japanese Nuclear Power Plants are designed occurrence and these are then treated through the based on the detailed safety requirements and have dedicated safety process. Referred to as Hierarchical multiple-folds of hazard controls to the catastrophic Definition of Design Characteristics in ASTRIUM hazards as in space system. However, according to SPACE TRANSPORTATION or safety Critical Items the initial information from the Tokyo Electric Power management in ASTRIUM SATELLITE, the different Company (TEPCO) and the Japanese government, terms reflect primarily the divergence between the larger-than-expected tsunami and subsequent types of safety critical items present on a missile or events lost the all hazard controls to the release of on a satellite. radioactive materials. Each identified safety parameter of a given element Up to 2012 summer, the major investigation boards, of a system is earmarked as such throughout the including the Japanese Diet, the Japanese Cabinet design, manufacturing, supply, assembly, anomaly and TEPCO, published their final reports, in which control... and end usage and maintenance of the detailed causes of this accident and several systems. Safety characteristics are controlled and recommendations are identified from each monitored at each step of the development through perspective. dedicated checks, key points, and tests until its last In this paper, the authors examine to identify the possible test and maintenance plan. The process also lessons learned to be applied to the space safety as deals with systems evolutions and safety non findings from these reports. regression. It ensures safety of a system through analysis but also actually verifies that the design is *************** compliant to specified safety parameters: safety built as specified without extra costs due to SAFETY Parameter Management in ASTRIUM emphasis put on non-critical parameters. Meredith, Laurence1; Magnin, Cedric2 1ASTRIUM satellite; 2ASTRIUM space transportation ***************

Economic constraints are one of the major drivers in Guidance,Navigation,and Control Techniques and systems development. Because safety is a major Technologies for active Satellite Removal constraint that cannot be neglected, industries must Ortega, G; Erb, S; Visentin, G; Innocenti, L; Cropp, A; find a way to build safe designs, safe to produce and Vorin, T; Raposo, A use without overdesign or superfluous activities and ESA costs. This paper shows an internal feasibility analysis to The purpose is to provide sufficient effort on actual de-orbit a non-functional satellite of big dimensions safety critical items and not to waste effort (time by the Technical Directorate of the European Space and money). Agency ESA. The paper focuses specifically on the design of the techniques and technologies for the Via its multi-systems experience in space Guidance, Navigation, and Control (GNC) system of transportation, launchers, satellites and missiles, the spacecraft mission that will capture the satellite ASTRIUM has developed dedicated processes to and ultimately will de-orbit it on a controlled re- optimize safety costs without decreasing the level of entry. safety of its systems. The paper explains the guidance strategies to The process is based on an iterative and exhaustive launch, rendezvous, close-approach, and capture the identification of items involved in systems safety target satelite. The guidance strategy uses chaser thanks to risks analysis right from the beginning of manoeuvres, hold points, and collision avoidance the projects. Safety critical items and their trajectories to ensure a safe capture. It also details parameters/characteristics that contribute to the guidance profile to de-orbit it in a controlled re- potential safety issues are ranked depending on the entry. criticality of their failures and their probability of 38

The paper continues with an analysis of the required of micro-meteoroid and orbital debris (MMOD). Due sensing suite and the navigation algorithms to allow to the recent evolution, compliance now requires to the homing, fly-around, and capture of the target think about spacecraft robustness as redundancies, satellite. The emphasis is placed around the design segregations and shielding devices (as implemented of a system to allow the rendezvous with an un- in crewed missions but in a more complex mass - cooperative target, including the autonomous cost - criticality trade-off). Consequently the need is acquisition of both the orbital elements and the non-only to demonstrate the PNP compliance attitude of the target satellite. requirement but also to evaluate energy involved per impact location on the vehicle and investigate Analysing the capture phase, the paper provides a the probabilities for the different fatal scenarios: loss trade-off between two selected capture systems: the of mission, loss of spacecraft (space environment net and the tentacles. Both are studied from the critical) and spacecraft fragmentation (space point of view of the GNC system. environment catastrophic).

The paper analyses as well the advanced algorithms ALTRAN Group has successfully been involved in proposed to control the final compound after the collaboration with European space prime THALES capture that will allow the controlled de-orbiting of ALENIA Space (TAS) , ASTRIUM, OHB,...in mechanical the assembly in a safe place in the Earth. and systems engineering on ESA, ASI, CNES developments and initial concept phases as The paper ends proposing the continuation of this concurrent design facility (CDF). This legacy gave a work with the extension to the analysis of the broad knowledge of different spacecraft designs all destruction process of the compound in consecutive over the European prime manufacturer industry. On segments starting from the entry gate to the rupture behalf of French, Italian and Portuguese entities, and break up. ALTRAN Group has successfully been involved in collaboration with Thales Alenia Space, in project *************** management office and quality management (Product Assurance and Safety) on several TAS & ESA Spacecraft Robustness to Orbital Debris : Guidelines projects (Herschel-Planck , Sentinel-1 and Sentinel- & Recommendations 3). Heinrich, Stephane; Tromba, Andrea; Berger, Jean- Marc; Tholot, Michel; Nold, Olivier The recent THALES concerns known on ESA Sentinel- ALTRAN 3, CNES Phase A (SWOT, Ceres, LOFT) of increasing robustness to MMOD impact risks has led the The ever increasing number of orbital debris has led ALTRAN company to initiate an internal innovative already the space community to implement working group on those topics which may be guidelines and requirements for "cleaner" and attractive for their prime manufacturer customers. "safer" space operations as non-debris generating missions and end of mission disposal in order to get The intention of this paper is to present the progress preserved orbits rid of space junks. It is nowadays of the study : well-known that man-made orbital debris impacts are now a higher threat than natural micro- - Some recommendations, guidelines, requirements, meteoroids and that recent events generated tools currently available intentionally or accidentally so many new debris that - Some new examples of FMECA studies dedicated may initiate a cascade chain effect known as "the specifically to the MMOD risks with the introduction Kessler Syndrome" potentially jeopardizing the most of new of probability and criticality classification useful orbits. scales. - Some examples of design risks assessment with The main recommendation on spacecraft design is to regard to the specific MMOD impact risks. demonstrate an acceptable probability of non- - Some lesson learnt on robustness survivability of penetration (PNP) with regard to population models systems (materials, shieldings, rules) coming from 39 other industrial domains (automotive, combat This paper will present the result of feasibility study aircrafts , military vehicles) of EDT demonstration on HTV, including the - Some useful guidelines and recommendations to overview of system design and EDT demonstration be implemented on spacecraft systems engineering plan. and mechanical architecture and design. *************** *************** Modeling of Crack Propagation in Spacecraft Feasibility Study of Electrodynamic Tether Reinforced Pressure Wall Damaged by Orbital Technology Demonstration on H-II Transfer Vehicle Debris Kasai, T. K; Tsujita, D. T; Uchiyama, T. U; Harada, M. Cook, F.; Telichev, I. H; Kawamoto, S. K; Okawa, Y. O; Inoue, K. I University of Manitoba Japan Aerospace Exploration Agency (JAXA) The hazard from orbital debris is a growing Space debris has been steadily increasing. Cascading international concern for the safety and reliability of effect caused by the collision between the objects space-based infrastructure. Because of the would worsen the situation further. To ensure the possibility to fail catastrophically when impacted, safety of future space activities, aggressive measures spacecraft pressurized structures are classified by to reduce debris is needed. Since density of debris in space agencies as the critical components playing a the region of 800 km to 1500 km altitude is crucial role in spacecraft survivability. The objective particularly high, the occurrence of cascade event of the current study is to develop a model for the can be a major obstacle for activities in Low Earth numerical simulation of crack propagation in Orbit (LEO). To avoid this situation, JAXA is reinforced pressure wall subjected to hypervelocity investigating a service system to capture a defunct impact from orbital debris. The crack propagation satellite and remove it from this "crowded" orbit to modelling is achieved through the use of nonlinear waste orbit. fracture mechanics technique. The method of singular integral equations is used to calculate the Conventional propulsion system, which requires critical stress required for crack propagation in the much propellant, is inefficient for this application. impact damaged structure. This modeling approach JAXA has been investigating to use of is used to define if the reinforcement elements have ElectroDynamic Tether (EDT) propulsion system. By the sufficient effect of reducing the crack driving using the interaction with the Earth magnetic field, force, so the crack arrest will take place, thus EDT can generate a sufficient thrust for orbit transfer avoiding catastrophic disintegration of the over a realistic time period. JAXA is conducting a pressurized structure. The current numerical feasibility study of EDT system on-orbit simulation is focused on the study of the burst demonstration as a piggyback payload. Advantages conditions of habitable modules, although smaller of piggyback configuration are; vessels containing gases at higher pressures can also be analyzed. 1) Make possible to minimize system development element by utilizing the hosted vehicle function, *************** such as power, data processing, and communication system 2) Opportunities of launch can be easily secured

H-II Transfer Vehicle (HTV), JAXA's unmanned cargo transfer spacecraft to the International Space Station (ISS), is a potential candidate of hosted vehicle. JAXA has successfully completed three HTV flights in the period of 2009-2012 and annual four flights are planned in the period of 2013-2016. 40

Verification Models for Human Automation usages in space applications. Various optical Interaction for Safety Critical Applications communication hardware with both laser and Bolton, M.L.1; Jimenez, N.2; van Paassen, M.M.3; broadband light have been manifested and are Trujillo, M.4 planned for usage on the International Space 1University of Illinois; 2IXION Industry and Aerospace; Station. Due to the scale of these operations, high 3Aerospace Engineering; 4European Space Agency intensity and large areas of exposure are possible. Probabilistic risk Assessment as well direct inhibits Engineers have developed a number of tools and have been utilized in order to minimize or eliminate methods to help themselves eliminate design errors hazards to ISS crew members and the general public. and minimize the risk of failure in safety critical systems. However, breakdowns in complex systems *************** can still occur, often as a result of unanticipated interactions between system components. In Requirements,Resource Planning and Management particular, the increasing use of automation can for Decrewing/Recrewing Scenarios of the result in unexpected, and potentially unsafe, human- International Space Station automation interactions. Thus, for safety critical Bach, D1; Hasbrook, P2; Brand, S2 systems like those used in space and aerospace 1Barrios Technology / NASA; 2NASA operations, there is a need for methods capable of providing safety guarantees for a system that Following the failure of 44P on launch in August considers both anticipated and unanticipated 2011, and the subsequent grounding of all Russian human-automation interactions. Formal verification, Soyuz rocket based launches, the ISS ground teams a method for mathematically proving whether a engaged in an effort to determine how long the ISS model of a system does or does not adhere to could remain crewed, what would be required to system safety properties, is capable of providing safely configure the ISS for decrewing, and what such guarantees. This paper will describe results would be required to recrew the ISS upon from a European Space Agency (ESA) funded study resumption of Soyuz rocket launches if decrewing to develop novel methods for using formal became necessary. This White Paper was written to verification to evaluate the safety of systems that capture the processes and lessons learned from real- rely on human-automation interaction. In particular, time events and to provide a reference and training the paper will present a method for generating document for ISS Program teams in the event formally verifiable system safety properties from decrewing of the ISS is needed. task analytic models of human behavior. The paper will then explain how a model checker can be used Through coordination meetings and assessments, to automatically verify (formally prove) if a model of teams identified six decrewing priorities for ground the target system (which will contain both and crew operations. These priorities were automation behavior, human behavior, and their integrated along with preflight priorities through the interaction) does or does not adhere to these Increment re-planning process. Additionally, the properties. Preliminary findings will be reported and teams reviewed, updated, and implemented future research directions will be explored. changes to the governing documentation for the configuration of the ISS for a contingency decrewing *************** event. Steps were taken to identify critical items for disposal prior to decrewing, as well as identifying the Management of Emerging Optical Safety Concerns required items to be strategically staged or flown for the International Space Station. with the astronauts and cosmonauts who would Flores-McLaughlin, J1; Ghalayini, S2 eventually recrew the ISS. 1NASA Johnson Space Center / University of Houston; 2Lockheed Martin After the successful launches and dockings of both 45P and 28S, the decrewing team transitioned to The rapid development of consumer laser and finalizing and publishing the documentation for broadband light emitting devices has proliferated to standardizing the decrewing flight rules. With the

41 continued launching of crews and cargo to the ISS, ADS-B Universal Access Transceiver (UAT) and ADS-B utilization and science is again a high priority, with ground infrastructure. The ADS-B program consists the Increment pairs 29 and 30, and 31 and 32 of UATs on aircraft and ground equipment that can reaching the milestone of at least 35 hours per week receive and transmit position and velocity data for average utilization. individual platforms as well as other data. ADS-B ground based terminals (GBTs) have been deployed *************** in many areas of the continental US; a total of approximately 800 GBTs will be deployed in the Rapid Protoyping of Universal Access Transceiver entire the US by 2014. (ADS-B) for Commercial Space Flight Operations Demidovich, N The paper discusses both initial results and plans of Federal Aviation Administration/AST-4 an incremental test program using ADS-B UATs mounted on both existing Vertical Takeoff/Vertical The US commercial space industry's development of Landing and Horizontal Takeoff/Horizontal landing re-usable launch vehicles (RLVs) for space tourism is RLVs as "proof-of- concept". This will help define proceeding rapidly. These vehicles will initially take limits of the existing UAT for use in near-term RLVs space tourism customers to altitudes of 100 km or and inform future modifications of the UAT for its less in ballistic trajectories within a relatively fixed eventual flight test and use on higher performance range in remote areas. RLVs. In the interim the UAT can be tested as a secondary payload on sounding rockets and reentry Eventually they are expected to operate point-to- vehicles (RVs) as surrogates for future high point over hundreds and even thousands of performance RLVs. Since it transmits position and kilometers first within the US and then between the velocity data it may be useful to ranges as a US and other countries. secondary tracking source for RLVs and Expendable Launch Vehicles as well. It is theoretically possible to Additionally, some RLV developers envision flying receive this information from ADS-B equipment on deployable payloads in ballistic trajectories for orbit to permit space object tracking with aviation research and other purposes that may (or may not) equipment/infrastucture though plans to test this be returned by parachute. are still in early stages.

Initial flight testing of prototype RLVs has required For the first phase of initial prototyping, current flight restrictions for nearby aircraft in the National RLVs and small amateur rockets can and have used Airspace System (NAS), just as space and ballistic the existing ADS-B UATs under an expanding missile launches have always done. envelope of: velocity, acceleration, altitude, and air temperature/humidity to examine thermal, Integration with the National Airspace System (NAS) vibration, doppler effect and later plasma effect of will eventually be required for Commercial RLVs for re-entry on its capability to transmit and receive space tourism, as restricting large volumes of data on the ground. A flight on a NASA sounding airspace is not feasible with the high flight rates rocket and a commercial RLV have already been planned for their operations. Since they cannot shut accomplished. A prototype with an advanced GPS down the NAS for RLVs, the air traffic controllers of processor is being developed and will have flown on the FAA need to know where the commercial RLVs high-altitude balloons and small rockets by the time and potentially deployed payloads are in real-time in of the conference. the airspace, just as they do with commercial aircraft today. In sum this project would potentially provide a low- cost, low-risk option for successful routine While several concepts have been proposed to integration with the NAS for commercial space integrate commercial RLV operations with the NAS, operators of RLVs (and eventually RVs and ELV as one approach that builds on existing, proven ground well). It may also be of use to ranges and plausibly and flight hardware and software is utilization of the be useful to commercial space operators of RLVs in 42 the other nations equipping with their airspace with tuned so the number of large (e.g. > 10 kg) ADS-B as well. fragments was never adjusted. The debris list variants were created by scripts and *************** stored for analysis.  Vulnerability models: We create alternate Uncertainty in Risk to Aircraft from Space Vehicle vulnerability models by shifting entire model Operations with respect to mass. For this investigation, Larson, E; See, A we shifted the vulnerability curves along the ACTA Inc x-axis (mass) to generate altternative models, and we assumed the existing In this project, we investigate methods for models over-estimated risk. The Range understanding uncertainty in the risk to aircraft from Commanders Council 321-10 commercial jet space vehicle accidents. Risk analysis typically deals casualty model was used as the basis for this with a best estimate answer, but the uncertainty investigation. associated with that answer is important to making informed decision. Aircraft risk computations have A sample analysis for a liquid-fueled launch vehicle been performed to determine the hazard to specific launched from the Eastern Range was used for this aircraft on flight paths as well as to develop keep-out proof-of-concept investigation. One hundred runs areas. As risk to aircraft have been shown to be high using the Range Risk Analysis Tool (RRAT) of this for certain operations, the Federal Aviation analysis producing aircraft flight path and aircraft Administration has begun to develop methods of grid risk results, sampling randomly from debris list protecting aircraft in the case of an accident. and vulnerability model variants were performed to However, some of the inputs to the analysis process assess the uncertainty. are known to have significant uncertainty, in particular the debris resulting from the accident This study demonstrates the feasibility of estimating (especially the small pieces) and in the vulnerability uncertainty in aircraft risk and provides insight into of aircraft to debris. how much uncertainty in these input parameters affect risk measures and hazard area determination. There are two steps to performing an aircraft uncertainty analysis. First, we must have a *************** representative set of input data with uncertainty. Up to this time, there has been no effort to model Launch System Danger Analysis, Methodology and uncertainty in these values, so we propose a Application with 3 European Launcher methodology. Second, we must find a way to Meyer-Lassalle, Frédérique; Deblanchard, Guillaume; interpret the results. The most important risk result Aussilhou, Caroline for aircraft is the hazard area: a two-dimensional CNES region on a map, which is a quite different result from ground risk uncertainty analysis. Introduction

The two largest uncertainties for aircraft risk are In December 2010, the French Space Operation Act likely the fragment data and the vulnerability model. (hereafter FSOA) is applicable. Its goal is to establish We use the following means to estimate uncertainty the legal safety of each space actors, whether they in these models: belong to the public or the private sector. It aims at ensuring the space activities' technical risks mastery.  Number of fragments in each fragment One of the responsibilities of CNES, French Space group and breakup induced velocity: We Agency is to guarantee the safety for activities create debris list variants by changing these conducted within or from the perimeter of the two values through the use of a random European SpacePort in Kourou, French Guiana, but scaling factor. For this investigation, we used also, assuring along the flight the protection of larger scaling for small fragments and it was 43 people, Public health, belongings and environment launch vehicle which are returned or which fall-back during the launch operations. and are liable to reach the ground, the study presents the components of these elements, stating In this context, risk mastery for new launch vehicles their dimensions, masses and materials used. issuing from different origin and original industrial organizations, was a great challenge and should be Highlights supported by set up a coherent national regime of authorization and control of space operations. In This method is a classical one in at risk industry order to assess risk for launch operations, this where all the risks shall be assessed and mastered. authorization shall included a specific type of risk These classical studies identified the danger on analyses from take-off all along the flight; this ground and establish the risk reduction measures to analysis is called Launch System Danger Analysis and prevent the risk (prevention measures) and to it is completed by the risk management plans. minimize the effect (correction measures), in particular the evacuation of danger zone. In this Method specific in flight study asked by FSOA, this methodology was new even if the goal was clearly This analysis is a study that includes a description of reach in all the qualification documentation. all the dangers related to the operation in nominal Furthermore to the documentation architecture, to and accidental operating situations, whether their summarize, the main difference with the on ground cause is internal or external. The study specifies the studies was to consider a moving danger source (the nature and scope of the possible consequences of all launcher) all along the trajectory and to define the these operating situations. When dealing with danger zone analysis not only in the perimeter of the elements of the launch vehicle which are returned or industrial establishment but in all the Universe which fall-back and are liable to reach the ground, reachable by the launcher. the study presents the components of these elements, stating their dimensions, masses and Application materials used. The multi launchers, simultaneously operated from The study must present an exhaustive analysis of the Guiana Space Centre, context needs fundamental causes and consequences, as well as the general safety objectives definitions in order to probabilities of the critical events. The risk reduction warranty a high safety level. This situation induces a measures are listed in the risk management plans. consistent and coherent risk assessment and This study must cover the following events, as such management regardless the concerned space launch damage linked to fall-back of elements designed to vehicle despite the use of very different technologies separate from the launcher, damage linked to and features. controlled or uncontrolled re-entry of launcher elements placed in earth orbit, damage linked to Contact person: failure of the launch vehicle, collision with manned Guillaume de Blanchard (Tel +33 180977131, Fax +33 space objects, for which the orbital parameters are 18097457) Launchers' Directorate, 52 rue Jacques precisely known and available, damage linked to Hillairet, 75012 Paris CEDEX France explosion of a stage in orbit and collision with a Type of presentation: Oral celestial body, as a minimum (Reference in article 7 Topics: Designing safety into space vehicle, Launch of FSOA decree). range safety (current and future)

This study includes a description of all the hazards *************** related to the operation in nominal and accidental operating situations, whether their cause is internal or external. The study specifies the nature and scope of the possible consequences of all these operating situations. When dealing with elements of the

Probability of Failure Analysis Guidelines for each of the example methods, especially to address Expendable Launch Vehicles reliability growth. Wilde, P1; Cather, C2; Cross, R3; Rosati, P2; Morse, E4 1Federal Aviation Administration; 2US Air Force; *************** 3National Aeronautics and Space Administration; 4Valador Inc Towards Observation of De-orbited Upper Stage Reentry for Range Safety Recognizing the central importance of probability of IIZUKA, N. failure estimates to ensuring public safety for Japan Aerospace Exploration Agency (JAXA) launches, the Federal Aviation Administration (FAA), Office of Commercial Space Transportation (AST), De-orbit of a launch vehicle upper stage is becoming the National Aeronautics and Space Administration a very critical issue for reduction in space debris. In (NASA), and U.S. Air Force (USAF), through the general, if an upper stage has a risk to become a Common Standards Working Group (CSWG), debris in low earth orbit, often cases, the optimum developed a guide for conducting valid probability of method is to de-orbit to reentry mode. Accordingly, failure (POF) analyses for expendable launch vehicles understanding the phenomena and environment of (ELV), with an emphasis on POF analysis for new a de-orbited upper stage during reentry becomes ELVs. A probability of failure analysis for an ELV very important in terms of range safety. produces estimates of the likelihood of occurrence Unfortunately, unlike capsule reentry, upper stage of potentially hazardous events, which are critical reentry has many unknown factors since this is not inputs to launch risk analysis of debris, toxic, or the case which it was designed to take out such explosive hazards. This guide is intended to mode, and thus national agencies, like CNES or document a framework for POF analyses commonly NASA, carry observations in order to enhance their accepted in the US, and should be useful to anyone reentry analysis. JAXA is now developing data who performs or evaluates launch risk analyses for analyses techniques using the so called i-Ball data new ELVs. The CSWG guidelines provide collecting unit, which was developed by IHI, by performance standards and definitions of key terms, mounting on the H-IIA/B upper stage. The i-Ball and were recently revised to address allocation to measures and collects temperature, flight times and vehicle response modes. The POF acceleration/rate data after controlled reentry of the performance standard allows a launch operator to H-IIA/B upper stage, and sends them during the employ alternative, potentially innovative survival of reentry, which was once demonstrated methodologies so long as the results satisfy the with HTV reentry with success. In this paper, the performance standard. Current POF analysis practice present status of feasibility study of reentry at US ranges includes multiple methodologies observation with the i-Ball unit, and activities to described in the guidelines as accepted methods, but establish data collection methods for range safety not necessarily the only methods available to analyses will be presented. demonstrate compliance with the performance standard. The guidelines include illustrative *************** examples for each POF analysis method, which are intended to illustrate an acceptable level of fidelity Safety Risk Management for the Emerging for ELV POF analyses used to ensure public safety. Commercial Suborbital Space Industry The focus is on providing guiding principles rather Verstraeten, J.G.; Roelen, A.L.C. than "recipe lists." Independent reviews of these National Aerospace Laboratory NLR guidelines were performed to assess their logic, completeness, accuracy, self-consistency, Suborbital spaceflights with paying customers will consistency with risk analysis practices, use of soon be a reality. Since fatal accidents will be available information, and ease of applicability. The disastrous for this emerging market, Safety Risk independent reviews confirmed the general validity Management (SRM) must be adequate from the of the performance standard approach and start. SRM is aimed at identification of hazards, suggested potential updates to improve the accuracy assessment of the risks posed by these hazards and 45 formulation of controls to mitigate these risks. It about making or not a commercial space system provides the frame of reference against which safe-by-design, but to ensure that best practices are assurance of safety is conducted. The importance of known and always applied. Such task is traditionally SRM for this emerging industry using developmental performed by the government agencies. This paper systems should not be underestimated. Proper tools will show that the traditional role of the government must be available to assure the risks can be assessed in establishing safety regulations and certifying credibly, without the benefit of historic safety data. compliance is no longer valid for highly advanced Special attention should be paid not to products and operations, and that instead the underestimate the risk of initial flights. relevant industrial community should take the lead in developing safety standards and policies while the This paper will provide an overview of the challenges government would maintain an overall supervisory of SRM in the suborbital domain, an evaluation of role. As an example, the Presidential Commission synergies with SRM developments in aviation, and that investigated the Deepwater Horizon oil-rig will propose recommended practices for risk disaster in the Gulf of Mexico of April 2010 (11 management of developmental suborbital workers killed plus an oil spill that caused an operations. environmental catastrophe), recommended that "the gas and oil industry must move towards *************** developing a notion of safety as a collective responsibility. Industry should establish a "Safety Commercial Human Spaceflight: Self-regulation Is Institute"...this would be an-industry created, self- The Future policing entity aimed at developing, adopting, and Sgobba, T. enforcing standards of excellence to ensure IAASS continuous improvement in safety and operational integrity offshore". In 2004, the US private spaceflight industry welcomed a law (i.e. the Commercial Space Launch In other words third-party certification under the Amendment Act (CSLAA)) postponing until responsibility of the commercial spaceflight December 23, 2012 or until an accident occurs, the community as a whole is the direction of the future. ability by the FAA to issue safety standards and This paper reviews a similar experience, the so- regulations except for aspects of public safety. The called "Classification Societies", which has been Congress later extended the original deadline nearly successfully in place since centuries in maritime three years to October 1, 2015. business, proposes an implementation scheme, and discusses potential liabilities issues and how they It goes without saying that while government could be mitigated. regulations are postponed a commercial spaceflight company has in any case all interest to build the *************** safest vehicles according to the state-of-art. No doubt that their engineers will routinely apply well Safe Software for Space Applications: Building on established technical standards for developing or the DO-178 Experience procuring subsystems and equipment, like Dorsey, C.A. pressurized tanks, batteries or pyro valves. They will also need to take decisions about redundancy levels DO-178 has a history of success in safety related when defining, for example, the on-board computers applications. In addition to its international use in architecture, or the landing system. There will be the commercial aircraft industry, it is also being trade-offs to be made considering cost and mass more widely adopted for other safety and mission constraints and acceptable risk thresholds defined. critical applications (e.g. military, medical, etc.). In Some key safety decisions will be taken at technical spite of the successes, DO-178 is not above critique level, other will be necessarily deferred to the in such areas as cost, lack of specific implementation company management due to potential impact on details, inconsistent application, and incomplete cost and schedule. Therefore the issue is not truly coverage of the system development process. Since

46 the European Cooperation for Space Standard ECSS- A significant factor in zero gravity flight is the zero E-ST-40, and DO-178 share a common ''what not gravity time, the period where the payload aboard how'' philosophy and a number of common the airplane or rocketplane will experience zero elements, the Space community could benefit from gravity. Based on the momentum of the airplane or an objective perspective of the DO-178 standard and rocketplane, the zero gravity time may vary from lessons learned from its extensive use. few seconds to few minutes and that determines the quality of the zero gravity flight. This paper capitalizes on 20 years of experience in government and industry, teaching, developing and To achieve zero gravity, the airplane or rocketplane working with companies across five continents. will fly with a steady velocity for a significant time as Specific topics in DO-178B/C will be addressed (e.g. a gravity control flight, accelerate upwards with an Requirements, Traceability, Standards, Test, QA, angle producing hypergravity and perform parabolic COTS, and Tool Qualification), highlighting those flight with natural momentum producing zero areas of DO-178 that provide the most benefit, gravity flight and followed by dive that result in suggestions for improved implementation, and best another hypergravity flight. practices that can make DO-178 more efficient and affordable. 2 zero gravity platforms being considered for operation at and by Spaceport Malaysia are F-5E *************** Tiger II and Airbus A300, since both platforms have been successfully used by a partner of Spaceport Zero Gravity Flights as the most Effective Embryonic Malaysia in performing zero gravity flights. Operation for planned commercial Spaceport Norul, NRZ1; Nasri, NN1; Muszaphar, SMS1; Shamsul, An F-5E fighter jet owned by Royal Malaysian Air SKAS2; Roshdi, MRH3; Anuar, AA4; Sayuti, MSI5 Force is being planned to be converted into a zero 1Spaceport Malaysia; 2Malaysian Industry- gravity platform to be operated at and by Spaceport Government Group for High Technology; 3University Malaysia. Based on recorded zero gravity flights of Putra Malaysia; 4A&A-UITM Laboratory; 5University the fighter jet, an F-5E will be able to produce 45 Science Malaysia seconds of zero gravity time, long enough for effective zero gravity experiments. From the experience gained by the management team of Spaceport Malaysia, a popular service that An A300 in operational in Europe is also being can be provided by a planned commercial spaceport considered to be operated by Spaceport Malaysia. in a country without existing space travel Even though this airplane can only produce half the infrastructures are zero gravity flights. zero gravity time produce by F-5E, the A300 has the advantage off carrying passengers to experience Zero gravity flights range from parabolic flights using zero gravity. aerobatic airplane to suborbital flight using rockets, and in the near future using suborbital rocketplanes. Both zero gravity platforms have been promoting Therefore, zero gravity flights can be operated from Spaceport Malaysia project and suborbital flights to a certified runway or planned for operation at a be operational at the spaceport as both zero gravity future commercial spaceport. flights and suborbital flights attract the interest from similar and preferred operators and markets. With such range of operation, zero gravity flights Therefore base on Spaceport Malaysia as a case provide a natural link between a low cost operation study, zero gravity flights are the most effective of small airplane to exclusive high profile operation embryonic operation for a planned commercial of suborbital rocketplane, and this attracts the spaceport. attention of individuals and organizations that are planning for the establishment of a commercial *************** spaceport. This is the approach chosen by the planners and developers of Spaceport Malaysia. 47

Proposal of New Triggered Lightning Launch adapted in order to comply with the legal Commit Criteria for Japan's Safety Rocket Launch framework, very few new technical requirements Saito, Y. were introduced. This paper presents the adaptation Japan Aerospace Exploration Agency (JAXA) of the organization and the technical activities which have been implemented, in order to comply with the Triggered lightning for rocket launch can cause the new legal framework for both Soyuz and VEGA, that failure. In fact, the Atlas rocket of 1987 has failed by were successfully launched from French Guyana the triggered lightning. Regarding triggered lightning respectively on 2011, October 21st, and 2012, to flying rockets, the threshold of electric field to February 13th. create insulation breakdown is lower than natural lightning. But the level to increase is difficult to *************** decide and there is 3kV/m as safety level of E-field threshold, which is determined in Lightning Advisory Arianespace Launch Service Operator Policy for Panel (LAP) of top American scientists in the field of Space Safety atmospheric electricity. Jourdainne, Laurent ARIANESPACE The current Japanese criteria to slip the launch opportunity is the thickness of cloud 1.8km with 0~- Since December 10, 2010, the French Space Act has 20degree Celsius. Of all H2A launches during these entered into force. This French Law, referenced as ten years, slipping launches have occurred over half LOS N°2008-518 ("Loi relative aux Opérations of its flights. So, we have initiated a research on Spatiales"), is compliant with international rules. Triggered Lightning Launch Commit Criteria, two This French Space Act is now applicable for any years ago. French private company whose business is dealing with rocket launch or in orbit satellites operations. In this presentation, we explain the overall activity Under CNES leadership, Arianespace contributed to with the observation campaign in Feb/2012 and Jan- the consolidation of technical regulation applicable Feb/2013, which are air-born field mill with airplane, to launch service operators. X-band dual polarization radar, ground based field mill and Videosonde. Also, the analytical results and Now for each launch operation, the operator propose the new criteria will be shown. Arianespace has to apply for an authorization to proceed to the French ministry in charge of space *************** activities. In the files issued for this purpose, the operator is able to justify a high level of warranties Space Regulations applied to Soyuz and VEGA in the management of risks through robust Launch Systems processes linked with the qualification maintenance, Cahuzac, Francois; Denoyers, Jean-Yves the configuration management, the treatment of CNES technical facts and relevant conclusions and risks reduction implementation when needed. FSOA and associated regulations came into force on 2010, December 10th. This new legal framework was Thanks to the historic success of Ariane launch notably motivated by the arrival of new launchers systems through its more than 30 years of rocket operated from French Guyana : Soyuz and VEGA. The launches (52 successes in a row for last Ariane 5 basis of the regulations was the experience gained launches), Arianespace as well as European public on thirty years of Ariane launches, capitalised in the and industrial partners developed key experiences applicable CSG Launch range regulation, that was and competences in space security and safety. applicable to Soyuz and VEGA since the beginning of Soyuz-ST and Vega launch systems are now in the project. This relation has allowed to smoothly operation from Guiana Space Center with equal and demonstrate the conformity of the new launch proved risks management processes. Already systems with the regulations. Although a specific set existing processes have been marginally adapted to of tools, files and procedures has been introduced or cope with the new roles and responsibilities of each 48 actor contributing to the launch preparation and - Space Weather (SWE) monitoring and forecast additional requirements like potential collision - Near-Earth Objects (NEO) surveillance and tracking avoidance with inhabited space objects. The main objective of the SST data processing chain Up to now, more than 12 Ariane 5 launches and 4 is to generate and maintain the catalogue of objects Soyuz-ST launches have been authorized under the relevant to and required by the services of the SST French Space Act regulations. Ariane 5 and Soyuz-ST segment. The main functionalities of its composing generic demonstration of conformity have been elements are two: issued, including exhaustive danger and impact studies for each launch system. - The Conjunction Prediction System (CPS) detects high risk collision among objects in space and takes This article will detail how Arianespace succeeded to the necessary measures to reduce the risk contribute to the enter into force of the LOS. How - The Re-entry Prediction System (RPS) predicts the Arianespace managed to demonstrate the full lifetime of objects orbiting the Earth and evaluates compliance to the technical regulation for the two the threats that re-entering objects pose on the launch systems now in exploitation (Ariane 5 and population and ground assets Soyuz-ST). Up to now, Vega launch system organization is still in an intermediate phase One of the important services to be provided by the between development and exploitation prior to its SST-RPS system is the ability to predict the second flight. Vega launch system will benefit of uncontrolled re-entry of Earth orbiting objects. The Arianespace experience coming from the two other Earth orbiting objects are exposed to atmospheric launch systems. drag, solar radiation pressure and gravitational perturbations. These forces make them re-enter into "Safety is not an option" for Arianespace Company the atmosphere. Whether they survive until ground for the mid and long term interest of space business or melt in the atmosphere depends on their shape, of the launch operations and associated customers, their ballistic coefficient, their mass distribution and it is a must! most important on their material. Surviving objects could lead to public risk in sense of casualties, *************** fatalities or damage of assets or environmental hazard (financial losses). In order to get the chance ESA SSA Programme: The Re-entry Prediction to mitigate these risks it is important to know in System (RPS) of the Space Surveillance and Tracking advance the impact location, the expected size and Branch kinetic energy of the object. Weikert, S1; Bunte, K D2; Kossev, I1; Miller, A2; Hake, P2; Huertas, I3; Fletcher, E3; Escobar Anton, D.4 This paper describes the techniques applied to filter 1Astos Solutions GmbH; 2etamax space GmbH; the catalogue for potential upcoming re-entry 3European space Agency; 4GMV objects, to predict the orbital lifetime, the methods to simulate the destructive re-entry and in case of The overall aim of the Space Situational Awareness surviving fragments the risk assessment capabilities. (SSA) Preparatory Programme is to support the It is presented how orbit uncertainty data is European independent utilisation of and access to obtained and utilized by the RPS. The paper also space for research or services, through providing illustrates how the RPS is embedded into the SSA- timely and quality data, information, services and SST system and explains the user interfaces and knowledge regarding the environment, the threats plotting capabilities of the RPS. and the sustainable exploitation of the outer space surrounding our planet Earth. The SSA system will *************** comprise three main segments:

- Space Surveillance and Tracking (SST) of man- made space objects 49

A Space Debris Alert System for Aviation bad weather or shelter can be taken on ground. Sgobba, T.; Trujillo, Maite Much like the REBR, the R-DBAS is designed to European Space Agency release from its host vehicle when it experiences significant heat which melts the attachment point The Re-entry Direct Broadcasting Alert System (R- and closes the power circuit. Once activated, R-DBAS DBAS) is an evolution of the Re-entry Breakup determines its own location and computes the final Recorder (REBR) concept, often called the black box coordinate of the preloaded debris footprint which is of spacecraft. But unlike the REBR, which downloads then broadcasted to anyone holding a receiver in the data via satellite link for later analysis, the R-DBAS is proximity of the hazard area. An airplane would have intended as a direct communication tool with the about 5-7 minutes to get out of the way. Being the end user. As a spacecraft carrying R-DBAS re-enters hazard area 1,000-2000 km long but very narrow, 30 into the atmosphere, it relays a message with the -70 km, an escape manoeuvre from the risky area coordinates of the falling debris area to anyone with can be readily performed or go on holding before a receiver and a display like laptop or iPad , warning crossing the hazard area. them of the hazard. *************** Despite increasing efforts to accurately predict space debris re-entry, the exact time and location of re- Reentry Predictions for uncontrolled Satellites: entry is still very uncertain. Partially, this is due to a Results and Challenges skipping effect uncontrolled spacecrafts may Pardini, Carmen; Anselmo, Luciano experience as they enter the atmosphere at a ISTI/CNR shallow angle. Such effect depends on atmospheric variations of density and winds difficult to model. Since the reentry of the Sputnik 1 launch vehicle on When the bouncing off ends and atmospheric re- 1 December 1957, more than 22,000 orbiting entry starts, the trajectory and the overall location objects, ranging from 10 cm to more than 25 m in of surviving fragments can be precisely predicted but length, have reentered into the Earth's atmosphere. the time to impact with ground or to reach the Only a small percentage of the acknowledged airspace become very short. spacecraft and rocket body reentries have been controlled to recover crew and material, or to safely All of these factors together mean that population dispose the vehicle into uninhabited areas of the centres, ships and aircrafts have limited time to planet. Most of the satellites reentries have instead respond to incoming space debris hazards from occurred in an uncontrolled way, with no attempt to uncontrolled re-entry events. This paper presents a handle their impact area on the ground. On the solution based on GPS localizer together with pre- average, a cataloged object has reentered the computed debris footprint area and direct atmosphere every day since the launch of the first broadcasting of such hazard areas. satellite, 55 years ago, while from 100 to 200 spacecraft and rocket bodies have annually plunged The risk for aviation is particularly high, since debris into the atmosphere, with a mean rate of 1-2 over 300 grams can be catastrophic to an aircraft, reentries of large objects per week. However, apart but suspending flight over vast swath of airspace for from the occasional reentries of massive space every re-entering spacecraft or rocket upper stage, structures, of satellites with radioactive or other which is a weekly occurrence, would be extremely toxic materials on board, of components specifically costly. Operators will hold out for more precise designed to survive the reentry environment intact, information before taking such a step. the majority of the past reentries did not represent a hazard. In actual fact, reentering intact objects R-DBAS is intended to provide that more precise largely disintegrated and burnt up in the upper information directly to the cockpit. By equipping atmosphere, due to aerodynamic heating and aircraft and other vulnerable systems with a simple loading, while from 10% to 40% of their mass, receivers that can be attached to a common laptop, depending upon the object's design and escape manoeuvres can be performed as in front of composition, was likely to strike the surface of the

Earth. In any case, although more than 1400 metric A complex variable Method to predict an tons of manmade materials are believed to have Aerodynamics of Arbitrary Shape survived reentry, no case of personal injury caused Bakhtiyarov, S. I. by reentering objects has been confirmed so far. US Air Force Safety Center Nevertheless, the amount of uncontrolled reentries will remain significant in the foreseeable future and, A safe operation of space assets requires knowledge also due to the increase of the world population, the of both the natural and man-made space ground casualty risk, even if still small, will environment, and methods to predict the hazards to presumably show a tendency to grow in the coming space systems in these environments. Notably, one years. environment of concern to users of space is the man-made orbital (space) debris environment. The Predicting the reentry time and location of a space growth and evolution of the space debris object has always been a very tricky task. An environment has been well documented. The danger uncontrolled spacecraft can reenter anywhere on to manned and unmanned space systems is obvious. the Earth, putting all locations within the latitude Some specifics concerning that environment as they band, defined by the orbit’s inclination, into the exist today: danger zone. There is considerable uncertainty in the estimation of the reentry epoch due to sometimes - More than 22,000 objects larger than 10 cm are sparse and inaccurate tracking data, complicate currently tracked by the U.S. Space Surveillance shape and unknown attitude evolution of the Network. Only about 1,000 (4.5%) of these represent reentering vehicle, biases affecting the computation operational spacecraft. The estimated population of of the atmospheric density at the altitudes of particles between 1 and 10 cm in diameter is interest, as a function of the solar and geomagnetic approximately 500,000. The number of particles activity. smaller than 1 cm probably exceeds tens of millions. - Most orbital debris resides within 2,000 km of Special methods and techniques have been Earth's surface in Low Earth Orbit (LEO). Within this developed over the last two decades at the facilities volume, the amount of debris varies significantly of the Italian National Research Council (CNR) in with altitude. The greatest concentrations of debris Pisa, in order to carry out reentry predictions and to are found near 800-850 km. support the civil protection authorities in case of - In LEO (below 2,000 km), orbital debris circle the emergencies caused by the reentry of risky space Earth at speeds of between 7 to 8 km/s. However, objects. In this respect, also an attentive the average impact speed of orbital debris with management of the inherent uncertainties of the another space object will be approximately 10 km/s. prediction process is needed, in order to avoid Consequently, collisions with even a small piece of misunderstanding and unjustified alarm during the debris involve considerable energy and have the dissemination of information. potential to do considerable damage. - The higher the altitude, the longer the orbital After a short overview based on the author's direct debris will typically remain in Earth orbit. Debris left experience and researches concerning the past in orbits below 600 km normally fall back to Earth reentries and the actual risk assessment, the within several years. At altitudes of 800 km, the time procedures applied to the reentry prediction for orbital decay is often measured in decades. problem are described, while the impact of the Above 1,000 km, orbital debris normally will intrinsic uncertainties on the accuracy of the reentry continue circling Earth for a century or more. time and location is evaluated. - The Chinese anti-satellite test (Fengyun, January 2007) and Iridium-Cosmos collision (February 2009, *************** colliding at 11.7 km/s) nearly doubled the measurable environment.

By all measures, many now believe this environment has reached a critical point in certain LEO orbits, the

51 so-named Kessler syndrome wherein the debris a stream and the flow functions. The results of environment essentially becomes self-generating numerical calculations by derived equation for the through debris-to-debris collisions within this belt breakup fragments with various cross-sections were (collision rate and debris creation higher than the validated by formula for geometrical shapes given in natural debris atmospheric re-entry removal rate). literature. NASA and the international space agencies have adopted guidelines and assessment procedures to *************** reduce the number of non-operational spacecraft orbiting the Earth. The most practiced method of Panel: Communicating for Safety in Aerospace post-mission disposal is to allow the reentry of the Operations spacecraft from natural orbital decay or controlled Barshi, I1; Reidemar, H2; Barrette-Sabourin, N3; entry. In order to hasten orbital decay it is necessary Cushman, J4; Geven, R5; Farris, C6 to lower the perigee altitude so that atmospheric 1NASA Ames Research Center; 2Delta Air Lines; 3ICAO; drag will cause the spacecraft to enter the earth's 4University of Texas; 5Corporate Aviation; 6McGill atmosphere more rapidly. However, in such cases University the surviving debris impact footprint cannot be guaranteed to avoid inhabited landmasses. Effective communication is critical to safe and Controlled entry normally is achieved by using more efficient operations. Problems in communication and propellant with a larger propulsion system to cause in the transfer of information are often at the root of the spacecraft to enter the atmosphere at a steeper most incidents and accidents. Efforts to promote flight path angle. The vehicle will then enter the crew coordination in programs such as Crew atmosphere at a more precise latitude and Resource Management (CRM) and Threat and Error longitude, and the debris footprint can be positioned Management (TEM) have changed the cockpit over an uninhabited region, generally located in the culture in the airline industry. Now such programs ocean. The objective of this research was to develop are finding their way to air traffic control, to medical an engineering method to predict an aerodynamics teams in the emergency room and the surgical of arbitrary shape debris objects. Using a complex theater, and to NASA's Mission Control Center in the variable method ("linearization of single-bonded form of Space Flight Resource Management (SFRM). area") a universal formula for velocity of arbitrary What's more, cooperation and collaboration among shape fragments was derived. This technique allows international partners as in the case of the to describe the fragments (debris) of various shapes, International Space Station (ISS), and world-wide sizes and masses. The velocities of debris of arbitrary commercial aviation introduce cross-language shapes is obtained using a complex variable method. challenges. Recently, in response to several tragic This method introduces a stream function which can commercial aviation accidents in which be transformed to Laplace equation with the communication problems were a causal factor, the boundary condition on the stream contours. A International Civil Aviation Organization (ICAO) proposed technique has the following instituted language proficiency requirements (LPRs) hydrodynamics interpretation. The problem of for all pilots and air traffic controllers. We review determination of the debris velocities in the viscous data concerning the safety implications of fluid medium is reduced to the problem of communication issues, the trials and tribulations of determination of flow of the fluid around a prism implementing programs such as LPRs, CRM, TEM, with the same cross section area rotating with the and SFRM, and the larger communication challenges given angular velocity. In order to find the function a facing aerospace operations. stream function for arbitrary cross section area, an interior of this area in z-plane is reflected into Chair: Immanuel Barshi, PhD, NASA Ames Research interior of the unique circle using the power series. Center- Panel chair, lead discussant, will present an Using a Schwarz's integral the stream function is overview of the relevant issues including SFRM determined in a unit circle by the given real part on training. the contour. Then taking into the account the boundary conditions, we are able to determine both

First Officer Helena Reidemar, Delta Airlines, Chair, still very much in their infancy, that is, if they are Human Factors Working Group, ALPA - will present even already born. how CRM and TEM training addresses issues in communication within flight crews and between The prospect of commercial passenger spaceflight airline pilots and air traffic controllers. presents an unique opportunity to the space community, comprising not only the scientists, Nicole Barrette-Sabourin, ICAO - will present the engineers, enthusiasts and entrepreneurs, but also background to the development of the ICAO diplomats, governments, policy makers and language proficiency requirements and the legislators, to formulate an internationally challenges encountered in implementing them. acceptable set of requirements, standards and procedures that would give international consistency James Cushman, MD, Aerospace Medicine, to operators of commercial passenger spaceflight, University of Texas Medical Branch - will present both for space tourism and for terrestrial communication issues in medical teams as well as transportation. It is important that the international between the Flight Surgeon stationed in NASA's community avail itself of this opportunity before Mission Control Center in Houston and the ISS on- various countries decide to become ''flags of board astronaut designated as the Crew Medical convenience'' or to impose more stringent standards Officer. than overseas operators can comply so as to protect a budding industry of their own. Captain Richard Geven, Corporate Aviation - will present how CRM and TEM training addresses issues This paper does not presume to formulate the in communication within flight crews and between appropriate treaty provisions or domestic General Aviation pilots and air traffic controllers. regulations on range safety, flight safety or accident investigation. This paper will explore, from parallels Candace Farris, McGill University - will discuss cross- in maritime law and civil aviation law, and drawing language issues in communication between pilots from existing domestic examples of regulation, what and air traffic controllers, and in language lessons may be learnt from such existing bodies of proficiency assessment as in the case of the ICAO law and regulation that may provide some guidance language proficiency requirements. for the future formulation of such regulations for commercial passenger spaceflight. *************** *************** Development of Domestic Laws and Regulations for Range Safety, Flight Safety and Investigation of Legal Issues Relating to Active Removal of Space Accidents in the ERA of Commercial Passenger Debris Spaceflight Chatterjee, Joyeeta Lee, Ricky J McGill University Special Counsel, Schweizer Kobras The increasing proliferation in the population of One of the most important issues in the space debris in the earth orbit, especially after the development of commercial passenger spaceflight is 2007 Chinese anti-satellite testing on Fengyun-1C the need for countries involved to enact laws and and the 2009 Iridium 33-Cosmos 2251 collision, regulations concerning range safety and the continue to pose increasing navigational threats to investigation of accidents. While international and functional satellites and other space assets. Based domestic laws and regulations concerning on several simulation studies conducted by the airworthiness of aircraft, civil aviation safety and the United States National Aeronautics and Space investigation of aviation accidents are well Administration (NASA) and the European Space developed, the domestic development of range Agency on their respective LEGEND and DELTA safety, flight safety and investigation of accidents is environment projection models, it is a scientific certainty that space debris remediation in the form

53 of active removal of debris is imperative for ensuring initiatives, trade restrictions with regard to strategic long-term sustainability of outer space activities. technology, or technology spin-offs to create While there has been heavy investment by the national competitive advantage. private enterprises in the realm of space debris Within traditional space policy, the assumption with remediation, the public sector and the government regard to "space safety" is often that it is simply "in agencies have also expressed significant interest in there somewhere". That is to say new or existing the development of this technology. national space programs will try to minimize risk and design and build space technologies and systems After a brief review of the existing legal and that are "safe". This paper will examine two regulatory framework governing space debris historical case studies in the context of space safety remediation, this paper will analyse the legal issues to see whether key space policy decisions might likely to impede space debris remediation have rendered differently if "risk minimization" and endeavours. With reference to the United Nations "space safety" had been an active ingredient in the space treaties and the Space Debris Mitigation space policy development. The specific case histories Guidelines of the United Nations Committee on to be examined in this regard include the decisions Peaceful Uses of Outer Space, the definitional to undertake the Space Shuttle Program (i.e. 1970- conundrum between 'space objects' and 'space 1972) and the collaborative international debris' will be explored. It will further examine the negotiations regarding the International Space role played by the legal requirement imposed on the Station (i.e. late 1990s) State of registry to "retain jurisdiction and control" Following the examination of these case studies, the in the context of active removal of debris. Following analysis will focus on new commercial space a functional analysis of the relevant legal provisions, initiatives that appear to be undertaken in a less this paper will conclude that the existing provisions restrictive manner; i.e outside the constraints of of international space law are adequate to address traditional national space policies. The question of any potential legal controversies arising in this prime interest for this paper is whether or not it situation and there is no requirement for conclusion might be possible for smaller and more nimble of a new treaty or any fresh legislative attempt to commercial space entities to pursue new space cater to this situation. initiatives that are essentially more "risk adverse" and developed faster and more safely under a more *************** "creative" new regulatory regime than that of traditional space programs. Traditional Space Policy vs. Commercial Space Initiatives: Seeking a Better Future in Space Safety *************** Pelton, J.N.; Pelton, J. N. International Space Safety Foundation Hybrids in need of safety Standards: Is it Time for a Space Traffic Control Authority? Traditional Space Policy as developed at the National Vasilogeorgi, I. M. level has involved many elements. These typically McGill Institute of Air & Space Law have included: The imminent emergence of new modes of - The apportionment of funds between space aerospace transportation, namely hybrid aerospace applications, space science, and space exploration. vehicles, necessitates the re-examining of the legal - The apportionment of funds between sustaining of regime applicable to the current forms of flight. The on-going operations, R&D, and new initiatives. foreseeable coexistence of hybrids and aircrafts or - National civil space activities and defense related conventional space objects in particular brings space programs, and international cooperative considerations of applicable safety standards to the projects. forefront. - Refocusing of space initiatives to address specific issues such as climate change, space weather, Currently, there is no uniform legal regime as far as planetary defense, employment through new space the safety standards of space objects are concerned.

States, acting within the context of freedom of use Orbit Propagation and Statistical Methods to of outer space, are issuing and applying their proper address the Compliance of GTO with the French standards for objects under their registry. Any Space Operations Act potential uniformity is the result of scientific Le Fevre, Clemence; Morand, Vincent; Fraysse, consensus on the matter, literally a coincidence of Hubert; Handschuh, David-Alexis opinions. While there is little doubt that space CNES agencies maintain open avenues of communication, the products of any such dialogue do not possess Space debris mitigation is one objective of the internationally binding power. French Space Operations Act (FSOA), in line with IADC (Inter-Agency Space Debris Coordination The same is not true however when it comes to Committee) recommendations, through the removal examining the situation relating to aircraft, whereby of non-operational objects from populated regions. ICAO has promulgated a number of standards At the end of their mission, space objects are to be regulating various aspects of flight safety. Whether placed on orbits that will minimize future hazards to they are relating to the very minimum essentials of space objects orbiting in the same region. The manufacturing an aircraft or on the modalities of French Space Act, which came into force in 2010, providing air traffic control services, international ensures that technical risks associated with space civil aviation is unquestionably a highly-regulated activities are properly mitigated. The Act confers field, on an internationally binding level. CNES a central support role in providing technical expertise to government on regulations dealing with The hybridity of the emerging modes of aerospace space operations. In order to address the transport challenges the legal status quo, since there compliance of disposal orbits with the law technical is uncertainty as to which standards should be requirements, CNES draws up Good Practices as well applicable. Should States be allowed to maintain as a dedicated tool, STELA (Semi-Analytical Tool for their regulatory autonomy, similarly as with End of Life Analysis). conventional space objects, or should the globally binding standards of ICAO equally extend to the Three types of typical orbits have been defined for hybrids? the good practices and STELA : Low Earth Orbits (LEO), GEostationary Orbits (GEO) and Geostationary The proposed paper will examine the relativity of Transfer Orbits (GTO). The cases of LEO and GEO are aviation standards vis-a-vis hybrid aerospace detailed in previous publications and this paper will vehicles, with emphasis on standards applicable to focus on GTO. providing traffic control services. Special focus will be placed on the prospect of applicable space traffic For space objects placed in orbits passing through control standards, and the legal mechanism that LEO protected region, the French Space Operations would make such standards globally applicable and Act states that a direct and controlled atmospheric binding. A potential extension of such a system to re-entry is the baseline. If the impossibility of conventional space objects, so as to ensure meeting this requirement can be duly proven, as maximum safety of space navigation, would be an well as for orbits not crossing the LEO region, an option definitely worth exploring. uncontrolled re-entry or a stable disposal orbit can be chosen. Then, some criteria related to the orbital *************** lifetime and the protection of LEO and GEO regions have been defined. The verification of these criteria requires long term orbit propagation to evaluate the evolution of the orbital elements over long time scales - up to more than 100 years. Moreover, for GTO these criteria have to be defined statistically. Indeed, these orbits have much more complicated dynamical properties than LEO and GEO because of their high eccentricity. Some couplings occur

55 between dynamic perturbations and can lead to for in-orbit demonstrations will be shown. This will resonance phenomena: a small change in the initial include techniques for net deployment as well as conditions or on the estimation of the drag effect closure of the net after successful target capture. will significantly change the entrance conditions in Test results will be compared with theoretical resonances and thus the orbital evolution. Because analysis. Eventually, the status of Astrium research of these particular dynamical properties, a statistical activities will be explained and an outlook will be methodology is needed to properly address the given. compliance of GTO disposal orbits with the FSOA. *************** This paper will give an overview of good practices related to GTO as well as a brief description of the Propagation of Surface-To-LEO Vortex Rings for corresponding part of the STELA tool. It will detail Orbital Debris Management the dynamical model used for orbit propagation, the Matthew Noyes, MN1; P. Mitra, PM2 implementation of the Monte-Carlo methodology 1University of Rochester/Space Generation Advisory and the definition of the FSOA statistical criteria. Council/Space Safety and Sustainability Project Then it will present the standardization of the Group; 2BIT Mesra/Space Generation Advisory computation hypothesis and how they are scattered. Council/Space Safety and Sustainability Project Finally the paper will provide some sensitivity Group analysis to the dispersions of key computation hypotheses such as initial orbital parameters and initial dates, area-to-mass ratio and solar activity. Authors Matthew A. Noyes (University of Rochester/Space *************** Safety and Sustainability Project Group, SGAC) Peetak Mitra (BIT Mesra/Space Safety and Net Capture System for Active Debris Removal Sustainability Project Group, SGAC) Retat, I.; Axthelm, R.; Bischof, B. Astrium Space Transportation Topic: Space Debris and Space Debris Removal Presentation Type: Oral The active removal of debris requires various new technologies presently not mastered. Beside visual Contact Person: Matthew Noyes navigation and rendezvous with non-cooperative Address: target the debris capture technique is of primary 500 Joseph C. Wilson Blvd. importance. Several technologies have been CPU Box 271107 proposed to capture a target and provide the Rochester, NY 14627 fixation means to transfer braking forces to initiate Phone: +1 (315) 623-0154 re-entry. Astrium ST has developed and analyzed Fax: +1 (571) 258-1368 various capture technologies and it's application to Email: [email protected] active debris removal missions This paper gives a short introduction into the most interesting capture Summary concepts comparing pros and cons. It will be shown, that capture technology and rendezvous capabilities Space debris is an increasingly significant hazard to are interdependent. The potential technology list international space assets. Currently, no widespread comprises ideas distributing the processing forces mechanism is in place to remove debris in large over the target as well as systems introducing quantities. Many proposed solutions require an localized forces. Emphasis will be on the orbiter to intercept debris and redirect its trajectory demonstrations performed so far and new ideas for into the atmosphere by a variety of mechanisms. future orbital demonstrations. One interesting These solutions are undesirable for three reasons: technique is the net capture developed by Astrium ST and demonstrated in 1g as well µg test. The net 1) Very little debris can be deorbited during a single design will be explained and the upgrades required mission due to large Delta-V requirements. 56

2) Launch costs are prohibitively expensive and requirements. The concept is plausible, and further inefficient due to non-reusable launch vehicles. rigorous computational and experimental analysis 3) Orbital vehicles are not fail-safe; should a vehicle will provide a better picture of system requirements. be destroyed in orbit it will create more debris, possibly more than future missions can remove. Major Interests and Novelties

This paper investigates a potentially fail-safe and less This paper presents a thorough literature review to expensive alternative by proposing a surface-based determine the feasibility of using a vortex ring or low-altitude pulse generator to create self- generator to send a column of air to LEO altitudes, sustaining vortex rings of atmospheric gases. These creating a drag force on space debris and leading to rings will diverge and propagate into the upper its eventual deorbit. The expansion of the atmosphere and LEO altitudes, intersecting the path atmospheric computational model used at the of orbital debris. The increased frictional drag and University of Michigan will be conducted to handle compressibility effects on the body will lower altitudes below 80km and various atmospheric perigee to 100 km, a critical altitude where deorbit is conditions. The extension of present models will inevitable. investigate critical parameters not originally considered. These factors include but are not limited This paper builds upon preliminary work performed to solar radiation absorption and more robust at the University of Michigan and Raytheon BBN numerical simulation techniques. Finally, Technologies in conjunction with the NASA experimental verification of computational results Innovative Advanced Concepts Program [1]. will follow. The system is of interest because it may: Computer simulations using Michigan's Global Ionosphere-Thermosphere Model suggest high- 1) Significantly reduce debris mitigation costs. altitude balloon bursts can produce a strong enough 2) Increase the frequency and rate of response to shockwave to significantly affect orbital debris debris management scenarios. trajectory over several orbits, with a high-density air 3) Create a fail-safe system for debris management. volume persisting for several hours. However, the 4) Increase fundamental understanding of fluid flow, cost of consumable weather balloons (at $150,000 vortex ring structures, atmospheric science, and USD by Michigan's estimate) would prohibit orbital debris drag models. widespread use. If it were possible to develop a surface-based mechanical vortex ring generator References capable of propelling atmospheric gases to 400km altitude, these cost requirements would be [1] Gregory, D. and Aaron, Ridley (2012). SpaDE: eliminated, with considerable safety enhancements Space Debris Elimination. http://goo.gl/4jmAU. due to the device's stationary nature. [2] Liu V.C., (1958). On the Drag of a Sphere at Extremely High Speeds. Journal of Applied Physics Initial analysis indicates that only a very small Delta- V need be applied to successfully deorbit debris. *************** Assuming a spherical [2], 1 meter diameter satellite traveling at Mach 9.1 with an elevation-adjusted The e.Deorbit CDF study: a design study for the safe speed of sound lowered from a 400km circular orbit removal of a large space debris to 100km perigee, only -87.5 Delta-V need be Biesbroek, R.1; Innocenti, L.2; Soares, T.2; Huesing, J.2 applied (approximately 1.14% of the spacecraft's 1ESA-ESTEC; 2 velocity). Using a linear extrapolation from work performed at Michigan on vortex ring divergence, if In the period June to September 2012 the European the vortex ring were to expand in size to a 600 km Space Agency conducted a pre-assessment study in diameter, a density of approximately half air density order to produce preliminary system designs for at sea level would successfully deorbit the satellite capturing a large space Debris, identify their after one pass. A lowered density with multiple required technology roadmaps, and investigate their passes would reduce air density and energy applicability to other ESA missions. The study was

57 carried out by an interdisciplinary team of specialists capturing and rendezvous simulations, plus the from ESTEC and ESOC within the Concurrent Design assessment on cost, risk and programmatics. Finally, Facility (CDF), and was financed by the Cleanspace it gives a summary of the proposed roadmaps for branch 4 initiative. this mission.

The main tasks that the CDF team had to carry out *************** were to: Inherently Safe Fission Power System for Lunar * Assess the feasibility of a mission for the controlled Outposts de-orbiting and re-entry of a large target in Sun Schriener, T.M. Synchronous Orbit, using technologies already Unversity of New Mexico analysed in previous CDF studies performed at ESA * Perform a System level conceptual design of the Lunar outposts will require reliable, high electrical spacecraft with the participation of all discipline power sources to support scientific research, specialists resources utilization, mining, and manufacturing * Trade-off different mission scenarios activities. Such a need could be met using * Assess programmatics, risk and cost aspects of the inherently-safe fission reactor power systems. In various alternatives * Consolidate the Technology addition to operating continuously for 10 -20 years, road maps in line with the programmatic aspects of or even longer, without refueling these power the mission systems could be designed for avoidance of single- * Evaluate the applicability of the technologies to point failures in reactor operation and control, different categories of satellites and debris energy conversion and heat rejection, passive remediation mission operation and passive post-operation decay heat The target debris was supposed to be of 8 tonne removal. The Solid Core - Sectored Compact Reactor mass class, uncooperative with a (near) Sun (SC-SCoRe) power system presented in this paper Synchronous Orbit. The long term stability of the satisfies these requirements. The monolithic core of debris is unknown and therefore multiple scenarios this liquid NaK-78 (22wt% Na, 78wt% K) cooled fast- had to be taken into account. Furthermore the risk neutron spectrum reactor is made of oxides- of break-up and exploding of the target was dispersed strengthened (ODS) molybdenum, with assessed as it was assumed that the target won’t be axial penetration for liquid coolant flow and tubes passivated. loaded with highly enriched UN fuel pellets. The 316L stainless reactor pressure vessel is surrounded A trade-off was performed taking into account radially with 9 cm-thick BeO reflector with 12 different options for safe removal (re-orbit, de-orbit, rotating BeC/BeO drums for reactor startup, controlled re-entry), propulsion types (liquid, shutdown and operation control. Only 9 of the 12 electrical, solid), displacement techniques (pushing, drums need to be operational in order to meet pulling or using force transmission by plasma ions) reactor operation and safe shutdown requirements. and different capture techniques such as using a The design ensures sub-criticality of the bare reactor robotic arm, tentacles, a capturing net, and others. in the unlikely event of being submerged in wet sand Two options were considered most promising in and flooded with water, following a launch abort terms of cost, programmatics, risk and time to re- accident. This is accomplished by adding a small enter which were: 1) spacecraft using tentacles as a amount of 151Eu as a spectral neutron absorber to capturing mechanism, and 2) a spacecraft that the UN fuel and applying a thin coating of europium catches the debris using a net. In both options, the oxide (151Eu2O3) on the external surface of the spacecraft is launched by the European VEGA reactor vessel. Noteworthy is the reactor does not launcher, and the space debris is removed using a pose environmental or radiological concerns during controlled re-entry. launch because of the very long half-life of the highly enriched uranium fuel (> 7.1 x 108 yr). Furthermore, The paper will highlight the details of the trade-off, reactor starts only after it is safely emplaced below the design of the sub-systems, the results of various grade and surrounded by lunar regolith. In addition

58 to its radiation shielding properties, regolith is *************** effective supplemental neutron reflector. For avoidance of single point failures, the SC-SCoRe LBLOCA Analysis of a Space Thermionic Reactor: core is comprised of 6 sectors separated with flat- TOPAZ-II plated potassium heat pipe dividers. The sectors are Hu, G; Zhao, S.Z; Ruan, K.Q neutronically and thermally coupled but China Institute of Atomic Energy hydraulically decoupled. Each sector has its own pair of circulating liquid NaK-78 primary and secondary TOPAZ-II is a liquid-metal cooled space thermionic loops, and two separate liquid-metal heat pipes heat reactor developed by Russia in 1980s. The system rejection radiator panels. The primary and secondary has been fully tested on the ground and the loops are thermally coupled in a thermoelectric (TE) evaluation of the system is still useful to the power conversion assembly (PCA), for providing up research and design of the new space nuclear power to 6.33 kWe to the electrical load, and a high-current system up to the present. The reactor liquid-metal TE conversion assembly (TAC) for operating the coolant loop is driven by a single electromagnetic electromagnetic pumps, one in each loop. These pump. The probability of a LBLOCA (large break loss static pumps with no moving parts circulate liquid of coolant accident) is primarily a function of the NaK-78 through the reactor core sectors and the TOPAZ-II system operating orbit and the related primary and secondary loops during nominal probability of being hit by micrometeoroids or space operation and for removing the decay heat debris at a critical point in the system. A thermionic generated in post-operation reactor. reactor core analytic code-TATRHG(A) developed by The power system nominally operates at reactor's the author is used to simulate LBLOCA of TOPAZ-II. inlet and exit temperatures of 850 K and 900 K and The results show that the reactor can be shut down thermal power 1 MWth and generates total load safely under specific conditions. The calculations are electrical power of 38 kWe, continuously for 20 preliminary. Further work needs to be done to do years. In the unlikely event of a loss of coolant in one extensively investigation. of the core sectors or secondary loops, the power system continues to operate at a lower power *************** without compromising safety. The fission heat generated in the failed sector transfers to the Legal and Regulatory Obstacles to Nuclear Fission circulating liquid NaK-78 in adjacent sectors, assisted Technology in the Space Domain by the superior heat transport property of the Force, M.K. potassium heat pipes dividers. Thus, the power Loyola Law School system could generate ~ 4 kWe, while keeping the peak temperature of the ODS Mo in the failed sector In forecasting the prospective use of small nuclear below 1300 K. Transient simulations of the power reactors for spacecraft and space-based power system during nominal operation and with a failed stations, the U.S. Air Force describes space as "the reactor sector are carried out to determine the ultimate high ground," providing access to every part thermal efficiency, the circulation rates of the liquid- of the globe. But is it? A report titled "Energy NaK-78 in the primary and secondary loops, and the Horizons: United States Air Force Energy Science reactor thermal power and inlet and exit &Technology Vision 2011-2026," focuses on core Air temperatures. Force missions in space energy generation, Post-operation storage below grade allows operations and propulsion and recognizes that radioactively in the reactor core to decrease to a investments into small modular nuclear fission safe level for handling and possible recovery of the reactors can be leveraged for space-based systems. highly enriched uranium in the fuel. Analysis of post However, the report mentions, as an aside, that operational reactor showed a decrease in the total "potential catastrophic outcomes" are an element to radioactivity in the reactor core below 197 Ci after be weighed and provides no insight into the 250 years of storage below grade on the lunar monumental political and legal will required to surface. overcome the mere stigma of nuclear energy, even when referring only to the most benign nuclear

59 power generation systems - Radioisotope submission requirements and safety process Thermoelectric Generators. Convincing requirements to support the improved model. In environmentalists, politicians and the FAA Office of contrast to existing operations (where paper Commercial Space Transportation that nuclear processes and electronic file repositories are used energy could be instrumental in attaining any "high for safety data management) the web-based ground" may prove to be difficult. On the heels of solution provides the program with dramatically that report, a joint Department of Energy and NASA faster access to records, the ability to search for and team published positive results from the reference specific data within records, reduced demonstration of a simple uranium–powered workload for hazard updates and approval, and reactor fission reactor intended for development for process support including digital signatures and future space exploration missions. The experiment controlled record workflow. In addition, integration was perhaps most notable for exemplifying just how with other key data systems provides assistance with effective the powerful anti-nuclear lobby has been in assessments of flight readiness, more efficient the United States: It was the first such review and approval of operational controls and demonstration of its kind in nearly fifty years. better tracking of international safety certifications. Whether the object is developing an infrastructure This approach will also provide new opportunities to to generate and store energy on orbit (in order to streamline the sharing of data with ISS International obtain warfighter "high ground" in space) or for use Partners, while maintaining compliance with in deep space exploration (where nuclear fission applicable laws and respecting restrictions on technology is not only desirable but necessary), proprietary data. space visionaries must anticipate a difficult war, consisting of multiple battles, that must be waged in One goal of this paper is to outline the approach order to obtain a license to fly any but the most taken by the ISS Program to determine requirements feeble of nuclear power sources in space. This paper for the new system and to devise a practical and aims to guide the reader through the multi-level efficient implementation strategy. From conception obstacles that must be overcome before nuclear through implementation, ISS and NASA partners fission technology can ever be put to use in space. utilized a user-centered software development approach focused on user research and iterative *************** design methods. The user-centered approach used on the new ISS Hazard system utilized focused user Evolution of International Space Station Program research and iterative design methods employed by Safety Review Processes and Tools the Human Computer Interaction Group at NASA Ratterman, C.1; Sharpe, M.1; Sang, A.2; Green, C.1; Ames Research Center (ARC). Particularly, the Tollinger, I.1; McCracken, K.3; Guibert, M.3 approach emphasized the reduction of workload 1NASA ARC; 2NASA JSC; 3San Jose State University associated with document and data management activities so more resources can be allocated to the The International Space Station (ISS) Program at operational use of data in problem solving, safety NASA is constantly seeking to improve the processes analysis, and recurrence control. The methods and and systems that support safe space operations. To techniques used to understand existing processes that end, the ISS Program decided to upgrade their and systems, to recognize opportunities for Safety and Hazard data systems with three goals: improvement, and to design and review make safety and hazard data more accessible; better improvements are described with the intent that support the interconnection of different types of similar techniques can be employed elsewhere in safety data (e.g., problems, hazards, hardware); and, safety operations. increase the efficiency (and compliance) of safety- related processes. These goals are accomplished by A second goal of this paper is to provide an overview moving data into a web-based, structured data of the web-based data system implemented by ISS. system that includes strong process support and The software selected for the ISS Hazard system-- supports integration with other information systems. Mission Assurance System (MAS)---is a NASA- Along with the data systems, ISS is evolving its customized variant of the open source software

60 project Bugzilla. The origin and history of MAS as a campaigns became a regular activity of these NASA software project and the rationale for (and workshops. The purpose of these test campaigns is advantages of) using open-source software are to promote cooperation, collaboration, and data documented elsewhere (Green, et al., 2009). Aside exchange between the operators and developers of from the general benefits of using an affordable, re-entry analysis tools all around the world in order modern, robust, and configurable data system, ISS to achieve a common baseline for reliable on-ground selected MAS partially for a concrete, practical risk prediction due to surviving fragments from re- reason: MAS is deployed in support of two other ISS entering spacecraft. safety and mission assurance systems (in addition to several other NASA projects and programs). The ISS Two test cases were selected for the IAASS Re-entry Problem Analysis Reporting Tool (PART) and the ISS Analysis Test Campaign 2012: an artificial, simplified Failure Mode Effect Analysis (FMEA) are both satellite (about 400 kg) and a Delta-II second stage customized versions of MAS that contain data which (about 925 kg). The Delta-II case was a simulation of is related to Hazards and ISS safety processes a historical re-entry event which occurred on generally. By virtue of implementing MAS for Hazard January 22, 1997. Several fragments resulting from data management, ISS benefits from leveraging a this re-entry event were recovered on US territory. broad and trusted open source project, and simultaneously benefits from leveraging existing This paper will summarize and discuss the re-entry NASA technology and related data integration analysis results of the Delta-II test case provided by infrastructure. For example the ISS Hazard system the following tools: SCARAB, DEBRISK, SESAM, and will be integrated with the ISS Vehicle Maintenance ASTOS/DARS. Database (VMDB) which contains many of the vehicles drawings and part information. As new *************** integrations are developed (e.g. mean time between failure data sets, flight manifests, etc.) all of the Impact of the New Optional Rules for Resolution of systems can leverage the same integration efforts to Space Debris Controversies gain related benefits. Force, M..; Force, M.K. Loyola Law School Taken together, the paper will not only describe building a Hazard system from generating The mechanisms and procedures for settlement of requirements to implementation and deployment, disputes arising from space debris collision damage, but also describes how those safety processes fit such as that suffered by the Russian Cosmos and US into the broader context of operations and Iridium satellites in 2009, are highly political, integration with other important processes such as nonbinding and unpredictable - all of which on-orbit anomaly resolution, certification of flight contributes to the uncertainty that increases the readiness. costs of financing and insuring those endeavors that take place in near-Earth space, especially in Low *************** Earth Orbit. Dispute settlement mechanisms can be found in the 1967 Outer Space Treaty, which Results of the IAASS Re-entry Analysis Test provides for consultations in cases involving Campaign 2012 potentially harmful interference with activities of Lips, T.1; Omaly, P.2; Ventura, S.3; Huertas, I.3 States parties, and in the 1972 Liability Convention 1HTG GmbH; 2CNES; 3ESA which permits but does not require States - not non- governmental entities - to pursue claims in a The Fourth IAASS Launch and Re-entry Safety resolution process that is nonbinding (unless Workshop was held at the NASA Wallops Flight otherwise agreed.) There are soft-law mechanisms Facility in September 2012. This was a joint to control the growth of space debris, such as the workshop of the two IAASS Technical Committees voluntary 2008 United Nations Space Debris for Space Hazards and Launch Range Safety. Since Mitigation Guidelines, and international law and the the second workshop in 2010, re-entry analysis test principles of equity and justice generally provide

61 reparation to restore a person, State or organization their end-of-life has been widely acknowledged. to the condition which would have existed if damage According to Article VIII of the Outer Space Treaty, had not occurred, but only if all agree to a specific the jurisdiction and control shall not be affected tribunal or international court; even then, parties whether the objects are functional or non- may be bound by the result only if agreed and functional. This may lead to the interpretation that enforcement of the award internationally remains removal without prior consent of the State of uncertain. In all, the dispute resolution process for registry shall not be recognized as lawful. damage resulting from inevitable future damage Nevertheless, this interpretation will lead to from space debris collisions is highly unsatisfactory. justification for inaction to the threat of space debris However, the Administrative Council of the and be contrary to the "cooperation" and "due Permanent Court of Arbitration recently adopted regard" principles enshrined in Article IX of the Optional Rules for the Arbitration of Disputes Outer Space Treaty. In this article it is maintain that Relating to Outer Space Activities. The Optional Article IX of the Outer Space Treaty may serve as a Rules are, as of yet, untested, and this article will source for the obligation of space debris mitigation A provide an overview of the process, explore the justification for the removal of non-functional ways in which they fill in gaps in the previous satellites without consent, may be based on Article patchwork of systems and analyze the benefits and IX, because its wording and spirit allows an shortcomings of the new Outer Space Optional exception on jurisdiction of States of registry. In Rules. addition, although the Space Debris Mitigation Guidelines are of voluntary nature, an increasing *************** number of States have incorporated them into national policies and regulations. Thus, the Space Legality of Non-Cooperative Satellite Removal Debris Mitigation Guidelines are on their way to Li, SQ become norms of international custom and may China University of Political Science and Law serve as a source for the space debris removal right in the near future. Such customary norms will be 1. Introduction supported by the Precautionary Principle, which 2. Article VIII of the OST: jurisdiction over non- requires States to take measures before the disaster functional satellites. happens. The Precautionary Principle will also 3. Whether there is a debris removal obligation. support the active space removal of non-functional 3.1. Article IX of the OST: a principle of cooperation. satellites without prior consent. 3.2. Space debris mitigation Guidelines: on the way to be customary international law and a possible In conclusion, it is neither justifiable nor efficient to interpretation of Article IX of OST. absolutely prohibit the threatened States to remove a. Growing Opinio Iuris. non-functional satellites without prior consent of the b. Growing State Practice. State of registry. At present, the contradiction 4. Is it illegal to remove space debris without prior between the rules on the jurisdiction over space consent? debris and the legality of non-cooperative removal is 4.1. Article IX of the OST: the possible exception of becoming increasingly imperative to be solved. jurisdiction under Article VIII. 4.2. Precautionary Principle: a possible justification *************** for non-cooperative removal. 5. Conclusion Regulation of Small and Micro Satellites Jakhu, Ram Uncontrolled growth of space debris has imposed McGill Institute of Air and Space Law great threats on both the safety of navigation in outer space and the environment on the Earth. It has Due to wide-ranging improvements in satellite and become increasingly urgent to take mitigation launch technologies, the trend towards building and measures. Along with the maturity of technique, the launching satellites that are smaller, faster, better necessity to de-orbit or re-orbit satellites reaching and cheaper is expected to continue and to result in

62 exponential increase in number of objects in space. responsible space operations. This includes sharing This development undoubtedly will prove space situational awareness and flight safety significantly advantageous to the armed forces of information, as well as supporting the development various nations, numerous space enthusiasts and of transparency and confidence-building measures students, universities, small companies and and behavioral norms promoting responsible space developing countries. Since the number of small operations (DOD Directive 3100.10, dated 10 satellites (also known as microsats, cubesats, October, 2012) cansats, nanosats, picosats, etc.) will increase to a point of possibly endangering the safety of other At the present time traffic in outer space is mainly space missions and sustainability of space activities managed by tracking satellites so that collisions can in general, it is important to assess the effectiveness be avoided by navigating satellites out of collision of current regulatory regime governing satellites. course. However collision avoidance is not possible This paper addresses several legal and regulatory when satellites are not navigable. Space debris is not issues that relate to licensing and registration, use of navigable and most debris is too small to be tracked. radio frequencies, space debris mitigation and The danger of collision is therefore significant. Basic remediation, responsibility and liability, etc. This traffic safety management in outer space is yet at a paper may recommend regulatory improvements rudimentary stage and is in need established that might be implemented to address these issues standards. for ensuring space safety and sustainability of space activities. It may also suggest incentives for small My paper will describes possible international safe educational payloads to be consolidated on the standards for avoiding collisions with asteroids and International Space Station via nanoracks or other space debris, safeworthiness of space vehicles, such means. launches in to outer space, rules of the road for outer space, and accident investigation, The paper *************** will describe the legal basis for such standards under international space law and national space laws; Safety Standards for Outer Space Activities. furthermore the paper will describe the danger of a Larsen, P. regulatory vaccuum in outer space in the absence of operating standards.. Analogies will be made to Standards for Management of Outer Space Traffic is safety standards in other modes of transportation an ongoing concern among people involved in outer and activities. Finally the paper will consider forum space. Lubos Parek wrote groundbreaking options for establishing international safety assessment of the issues in his1982 paper ( L. Parek, standards and will make conclusions and Traffic Rules of Outer Space, 1982 Coll. On the law of recommendations. Outer Space, 37). In 2007 Corinne Jorgenson, Kai-Use Schrogl and Petr Lala reported the issues in their IAA *************** Space Traffic Management Study, taking into account the most recent development (Corinne Jorgenson, Kai-Uwe Schrogl and Petr Lala, Space Traffic Management, IAA Cosmic Study, 2007 Coll. On the Law of Outer Space 580). However the 2009 collision in outer space of the Iridium and the Russian Cosmos satellites shocked the world into awareness of the danger of collisions in outer space and the need to manage outer space traffic better. One of the major spacefaring countries, the United States, agrees that it will:

[C]operate with interagency, international, and commercial partners to define and promote safe and

Applying Lessons Learned from Space Safety to and health related applications, or actual sickness Unmanned Aerial Vehicle Risk Assessments monitoring and prevention, as the Real Time Pfitzer, T. Diabetes Monitoring System, among others. Some Wayne Devoid related work has been presented on the Mexican Space Agency (AEM) Creation and Consultation Assessing public risk due to flights of unmanned Forums (2010-2011), and throughout the aerial vehicles is similar in many ays to how risk is International Mexican Aerospace Science and estimated for orbital and suborbital launch vehicles. Technology Society (SOMECYTA) international Both vehicles are programmed to fly a particular congress held in San Luis Potosi, México (2012). flight path where a system failure could expose a population to hazardous debris. Given these This Architecture will allow a Real Time Fire Satellite attributes, current space safety tools and risk Monitoring, which will reduce the damage and assessment methodologies are a natural place to danger caused by the fire that consumes the forests start when estimating public risk for unmanned and tropical forests of Mexico. This new proposal, aerial vehicles. allows having a new system that impacts on disaster prevention, by combining national and international This paper will compare current orbital launch risk technologies and cooperation for the benefit of methodology with risk assessments APT is currently humankind. doing for unmanned aerial vehicles. Major differences will also be highlighted such as the *************** added complexity of lifting bodies, accounting for pilots-in-the loop, and the complexity of using Probability Risk Assessment Methodology usage on current population data to estimate risk for Space Robotics unmanned aerial vehicles. D'silva, O MacDonald, Dettwiler and Associates Inc. *************** A key feature for the increased utilization of space Real Time Fire Reconnaissance Satellite Monitoring robotics is to automate ExtraVehicular manned System Failure Model space activities and thus significantly reduce the Niño Prieto, Omar Ariosto; Colmenares Guillén, Luis potential for catastrophic hazards while Enrique simultaneously minimizing the overall costs BUAP associated with manned space. The principal scope of the paper is to evaluate the use of industry In this paper the Real Time Fire Reconnaissance standard accepted Probability risk/safety assessment Satellite Monitoring System is presented. This (PRA/PSA) methodologies and Hazard Risk frequency architecture is a legacy of the Detection System for Criteria as a hazard control. This paper illustrates the Real-Time Physical Variables which is undergoing a applicability of combining the selected Probability patent process in Mexico. The methodologies for risk assessment methodology and hazard risk this design are the Structured Analysis for Real Time frequency criteria, in order to apply the necessary (SA-RT), and the software is carried out by LACATRE safety controls that allow for the increased use of Real Time formal language. The system failures the Mobile Servicing system (MSS) robotic system on model is analyzed and the proposal is based on the the International Space Station. This document will formal language for the design of critical systems consider factors such as component failure rate and Risk Assessment; Altarica. reliability, software reliability, and periods of operation and dormancy, fault tree analyses and This formal architecture uses satellites as input their effects on the probability risk assessments. The sensors and it was adapted from the original model paper concludes with suggestions for the which is a design pattern for physical variation incorporation of existing industry Risk/Safety plans detection in Real Time. The original design, whose to create an applicable safety process for future task is to monitor events such as natural disasters activities/ programs. 64

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FMECA an Underutilized Safety, Reliability and Conquest of Universe with Spatial Grasp System Engineering Tool Technology Mullin, D Sapaty, Peter Canadian Space Agency Academy of Sciences

The majority of space programs whether manned or A holistic system philosophy and related distributed unmanned for science or exploration require as part control technology will be revealed that can of their safety and mission assurance activities that a effectively formalize and manage current and future FMECA be performed. This is nothing new as expansions into the universe. High-level mission FMECAs have been a part of the reliability engineer's scenarios in Spatial Grasp Language (SGL), close to toolkit since the 1950s and the reasons for what is usually called "command intent", can be performing a FMECA are well known and include automatically executed by manned and unmanned fleshing out system single point failures, system units spreading in space and cooperatively hazards and critical components and functions. investigating unknown worlds, robotic swarming on However in the author's 10years experience as a other planets including. Mission descriptions in SGL space systems safety and reliability engineer, he has which can be composed on the fly will be presented found that the FMECA is often performed as an with details of networked technology afterthought simply to meet contract deliverable implementation in vast environments where requirements and is often started long after the communication delays may opt for fully distributed system requirements, allocation and preliminary solutions, always preserving mission integrity, global design have been completed. Invariably there are goal orientation, and capability of self-recovery. also important qualitative and quantitative References: components missing from the majority of FMECAs -- Forthcoming presentations: performed which can provide useful data to all of 1. Distributed Air & Missile Defense with Spatial the project stakeholders. These include probability Grasp Technology http://smi- of occurrence, probability of detection, time to online.co.uk/defence/uk/milspace effect and time to detect and finally the Risk Priority 2. Providing Global Awareness in Distributed Number. This is unfortunate as the FMECA is a Dynamic Environments http://www.smi- powerful system design tool that can be used to help online.co.uk/defence/uk/isr optimize system function and minimize risk of -- Presentations & publications for 2012: failure. When performed as early as possible in 1. http://www.international- conjunction with writing the top level system fighter.com/Event.aspx?id=747142 requirements the FMECA can provide instant 2. http://smi-online.co.uk/defence/uk/military- feedback to the viability of the requirements and robotics# provide a much needed sanity check early in the 3. design process. It can indicate areas of the system http://www.airmissiledefenceindia.com/Speakers.as early that will require redundancy and which areas px are inherently the most risky. These are important 4. http://isarob.org/index.php?main_page=arob17 data points in guiding the preliminary design 5. http://www.scirp.org/journal/ijcns/ process. Through practical and historical examples 6. http://ijctonline.com/index.php/ijoct/index this presentation will show how when applied early, 7. http://www.scirp.org/journal/ica/ performed to completion and kept current along with system design the FMECA can provide benefits *************** and be a source of important information to all stakeholders in the project including, project management of cost and schedule, system engineering and requirements management, AI&T and operations.

Development of STPA Template for Satellite System several major human spaceflight programs. Safety Analysis and Analysis of Safe Integration of However, the tool could be adapted for use in a wide Modular Payloads range of applications from NASA to the energy Dunn, N industry. Massachusetts Institute of Technology *************** Most satellites are not entirely unique. They follow similar system life cycles and utilize common Designing Safety into Space Vehicles during early functional architectures with differences limited to a Concept Formation and Architectural Design unique mission payload. Despite this functional Ujiie, R.U.1; Umeda, H.U.1; Miyamoto, Y.M.1; commonality, safety analysis using existing reliability Katahira, M.K.1; Hoshino, N.H.2; Leveson, N.L.3 and hazard analysis tools must be conducted for the 1Japan Aerospace Exploration Agency; 2Japan entire spacecraft, not just the unique mission Manned Space Systems Corporation; 3Massachusetts payload. This repetition of work is time intensive and Institute of Technology costly. Furthermore, existing tools are not effective in early development stages. By applying the In manned vehicles, such as the Soyuz and the Space Systems Theoretic Process Analysis (STPA) Shuttle, the crew and computer system cooperate to methodology, the influence of the mission payload succeed in returning to the earth. While computers on the safety of the satellite at a higher level is increase the functionality of system, they also considered throughout the life cycle. Safety increase the complexity of the interaction between constraints are established for the payload within the controllers (human and computer) and the the context of the satellite to ensure the entire target dynamics. In some cases, the complexity can system meets the established safety goals. These produce a serious accident. To prevent such losses, hierarchical constraints allow future safety analyses traditional hazard analysis such as FTA has been of satellites employing architectures that have applied to system development, however it can be previously been analyzed for safety to be limited to used after creating a detailed system because it the new payloads. For this research, a generic focuses on detailed component failures. As a result, satellite STPA template was derived from a major it's more difficult to eliminate hazard cause early in international satellite program (Class B, Category 1) the process when it is most feasible. currently under development. This template is STAMP/STPA is a new hazard analysis that can be intended to be modified to fit specific satellites in applied from the early development phase, with the future STPA analyses. analysis being refined as more detailed decisions are made. In essence, the analysis and design decisions *************** are intertwined and go hand-in-hand. We have applied STAMP/STPA to a concept design of a new Failure Modes and Effects Analysis (FMEA) JAXA manned vehicle and tried safety guided design Assistant Tool Feasibility Study of the vehicle. As a result of this trial, it has been Flores, M.; Malin, J. shown that STAMP/STPA can be accepted easily by NASA Johnson Space Center system engineers and the design has been made more sophisticated from a safety viewpoint. The An effort to determine the feasibility of a software result also shows that the consequences of human tool to assist in Failure Modes and Effects Analysis errors on system safety can be analyzed in the early (FMEA) has been completed. This new and unique development phase and the system designed to approach to FMEA uses model based systems prevent them. Finally, the paper will discuss an engineering concepts to recommend failure modes, effective way to harmonize this safety guided design causes, and effects to the user after they have made approach with system engineering process based on several selections from pick lists about a the result of this experience in this project. component's functions and inputs/outputs. Recommendations are made based on a library using *************** common failure modes identified over the course of

Establishing a regularatory Framework for the to accommodate sub-orbital and orbital aircraft into Development & Operations of Sub-Orbital & Orbital the EU regulatory system, and to establish a Aircraft (SOA) in the EU consistent regulatory framework to allow for the Marciacq, J.-B.; Tomasello, F.; Erdelyi, Zs.; Gerhard, development and safe and environmentally M. controlled operations of SOA in Europe. Issues linked EASA to SOA certification and their operation, flight crew licensing and passengers medical screening and The Treaty of the European Union allows for the training, air versus space trafic management, as well development of common policies for all sectors of as operators and aerodromes vs."spaceports" transport, including aviation, and its safety. To this licensing will be discussed. end, the European legislator established in 2002 the European Aviation Safety Agency (EASA), located in *************** Cologne, Germany, and gave it responsibility for the regulation of aviation safety, successively Crew Escape Lessons Learned from a Stratospheric encompassing airworthiness, air operations and Freefall Parachute Flight Test Program Flight Crew Licensing. The Agency's remit has been Clark, Jonathan B.1; Blue, Rebecca S.2; Law, Jennifer3; since extended to Air Traffic Management (ATM) Garbino, Alejandro1; Pattarini, James M.2 and Air Navigation Systems (ANS), as well as to 1Center for Space Medicine, Baylor College of Aerodromes Licensing. Medicine; 2University of Texas Medical Branch; 3Independent The Annexes 6 and 8 of the International Civil Aviation Organization (ICAO) to the Chicago Introduction: The United States and Russia Convention define an aircraft as "any machine that conducted manned stratospheric balloon research can derive support in the atmosphere from the during the 1950s and early 1960s in support of their reactions of the air other than the reactions of the impending manned space programs. These programs air against the earth's surface". The aerodynamic lift provided a historical precedence for identifying and generated during the atmospheric part of the flight addressing the safety concerns of high-altitude is commonly used to sustain and control the vehicle, sorties and crew escape, including the use of a full that is to take-off, climb, pull-up, perform pressure suit, the risk of unstable flight and manoeuvres, fly back to the airport and land. Thus, uncontrolled spin in freefall, and the utility of a Sub-orbital and Orbital Aircraft (SOA) are considered drogue chute for stabilization at extreme altitudes. to be aircraft, as opposed to rockets which are The U.S. Navy's Strato-Lab program demonstrated symmetrical bodies not generating lift, and solely the operational capability of the Navy Mark IV full sustained by their rocket engine(s). pressure suit, while the U.S. Air Force Project Excelsior demonstrated a successful freefall Consequently, the regulation of SOA airworthiness, parachute jump from an altitude of 102,800 feet their crew, operations, insertion into the traffic and with a stabilization drogue chute. The success of utilisation of aerodromes would in principle fall these projects led to significant safety advances in under the remit of EASA, which would have to fulfil the early U.S. space program. At the same time, the its role of protection of the European citizens in Russian high-altitude balloon parachute program relation to civil suborbital and orbital flights, that is was conducted from the "Volga" pressurized to certify SOAs and their operations before they gondola, modeled after the Vostok capsule. This would be operated for Commercial Transport in the project had its share of safety concerns, and the EU. danger of high-altitude operations became apparent when an experienced parachutist exiting at an Since EASA was first contacted by potential altitude of 86,156ft damaged his faceplate upon applicants in 2007, many projects have developed exiting the gondola and died during descent from and the context has significantly evolved. Thus, this hypoxia and altitude exposure. With these historical paper intends to update the approach initially precedents, Red Bull Stratos was developed as a proposed in the 4th IAASS in Rome in October 2008 privately funded stratospheric freefall project that

67 drew upon many of the safety lessons learned from supersonic freefall of a human in a pressure suit the early ballooning programs. without drogue stabilization. The results of the program have applications for crew escape from Methods: The Red Bull Stratos flight test program spacecraft, and the development of a field medical included vacuum chamber tests of the pressure suit, treatment protocol for cabin pressure loss and spin vertical wind tunnel tests of personal parachute have applications for spacecraft contingency system and pressure suit, high tropospheric freefall response. flight tests in a full pressure suit, and thermal/vacuum chamber integrated tests of *************** capsule, space suit and life support systems to 123,000ft and -60 degrees Fahrenheit. The balloon Astronaut and Spaceflight Participant Healthcare command/control and capsule systems were tested and Space Medicine for Commercial and Non- in an unmanned configuration. Two unmanned Commercial Spaceflight balloon test flights were conducted in 2011 and Lüthen, C 2012 to a final altitude of 108,234 feet. The manned Erasmus University Medical Center stratosphere balloon flight test and freefall parachute jump phase commenced after final Spacecraft and space stations primarily allow capsule checkout in February 2012. The greatest humans to survive in outer space but like on Earth medical and safety threats included ebullism and the acute and chronic illness may evolve during potential for flat spin due to the extreme altitudes spaceflight and threaten astronauts and spaceflight and lack of aerodynamic control during freefall. A participants. Also illness may not only threaten drogue chute was developed for the possibility of astronauts or spaceflights participants but also unstable flight and spin. endanger the success of a spaceflight mission itself.

Results: On 14 October 2012, parachutist Felix Up to today the basis of the spaceflight crew health Baumgartner ascended to 128,100ft in a 30-million maintenance is laid during the selection procedure: cubic foot balloon and freefell 119,846ft in 4min and the medically fit individual gets chosen to become 22sec, reaching a final velocity of 833.9mph (Mach part of a professional astronaut crew. With the 1.24). A multiaxis, dynamically unstable spin development of commercial spaceflight not only occurred at a maximum of 50rpm, below the professional astronauts will fly into space but an centrifugal force required to trigger the automatic increasing number of spaceflight participants, like drogue. Aerodynamic control was regained by the for example non-professional astronaut researchers parachutist but approached human physical limits. or paying customers. Not chosen for physical fitness Other specific lessons learned from the Red Bull but for research qualification or financial ability and Stratos flight test program included the operational willingness to pay the ticket to space, these test of the pressure suit and parachute/life support spaceflight participants will increasingly be neither system in an actual space equivalent environment, as physically fit nor as trained as the classic understanding the dynamics of transonic/supersonic professional astronauts. While on Earth access to freefall and the potential need for active medical resources is readily available for this class of stabilization, evaluation of crew survival procedures customers, in space the access to direct medical care and equipment for stratospheric aircraft and is currently very limited. In most cases no qualified suborbital vehicles, development of physiologic medical doctor is on board of a spacecraft. A system monitoring capabilities in a pressurized spacesuit of onboard Crew Medical Officers, who are guided environment, and development of initial by a medical support team on Earth, has been management protocols for ebullism from established for current spaceflight operations like spacecraft/aircraft cabin pressure loss at extreme the International Space Station, but this paramedic altitude and -Gz exposure during flat spin. like system will likely be not sufficient in the future, especially in the perspective of commercial Discussion: The Red Bull Stratos stratospheric spaceflight. balloon program successfully demonstrated

For spaceflight operations in Lower Earth Orbit a The Design and Operation of Suborbital low Cost return to Earth may be a possibility in the case of a and low Risk Vehicle to the Edge of Space (solves) medical emergency. For missions leaving Earth orbit, Norul, NRZ1; Rashidy, RZ2; Izmir, IY3; Jamaluddin, JO4; for example to the Moon or exploration class Rafidi, NRZ5 missions, immediate return to Earth grounds is 1Spaceport Malaysia; 2Royal Malaysian Air Force; impossible. Therefore acute medical treatment 3Independence X Aerospace; 4University Technology during a mission onboard a spacecraft becomes MARA; 5Cube Creative Malaysia more likely and the ability hereto a necessity. Inclusive in the planning of Spaceport Malaysia are 2 Telemedicine technologies have already been local suborbital vehicles development. One of the employed on the International Space Station, vehicles is called SOLVES or Suborbital Low Cost and especially in the area of diagnostics. Early Low Risk Vehicle to the Edge of Space. experiments to perform surgical procedures under microgravity suggest its feasibility though further The emphasis on the design and operation of research in this area is necessary. As fully qualified SOLVES is green and robotic technology, where both medical personal is likely to be unavailable on a green technology and robotic technology are used to spacecraft, remotely guided diagnostic and protect the environment and enhance safety. interventional procedure techniques need to be explored. This includes capabilities for robotic As SOLVES climbs, its center of gravity moves rapidly diagnostic and interventions. downwards as its propellant being used until they deplete, due to the position of the vehicle's Based on experiences on Earth and on the passenger cabin and its engines at its lower end. It International Space Station telemedicine capabilities will reach 80km from sea level generally known as including remote diagnostic and robotic surgical "the edge of space" due to its momentum although interventions are relatively easy to be used in the its propellant will be depleted at a lower altitude. vicinity of Earth, but with greater distance from Earth communication signal delay times will increase As the suborbital vehicle descends tail first, its wings and render the usage more difficult if not automatically extend and rotate horizontally and impossible. In this case the crew has to perform vertically. These naturally and passively rotating autonomously. Expert systems to support the crew’s wings ensure controlled low velocity and stable decision making need to be developed. descend of the vehicle. The passenger cabin also rotates automatically at a steady low speed at the This paper will give an overview of the current centerline of its fuselage as it descends, caused technologies available for telemedicine diagnostics naturally by the lift force, enabling its passengers a and treatment on Earth and on the International surrounding 360 degrees view. Space Station. It will also provide an outlook to emerging technologies for telemedicine on Earth, in SOLVES is steered automatically to its landing point Lower Earth Orbit and for missions to Moon, Mars by an electrical propulsion system with a vectoring and beyond. Special attention will be given to the nozzle. The electrical propulsion minimizes space safe return of astronauts and spaceflight and weight and is free of pollution and noise. Its participants, especially in the context of commercial electrical power comes from a battery aided by spaceflight missions. power generated by the naturally rotating wings.

*************** When the vehicle lands, it is in the safest mode as its propellant tanks are empty and its center of gravity has moved to the bottom of its cabin. The cabin, being located at the bottom of the fuselage, enables very convenient, rapid and safe entry and exit of its passengers.

SOLVES will be a robotic suborbital vehicle with focused on downrange risk to Eurasia from a Falcon green technology. The vehicle will carry 4 passengers 9 launched from Cape Canaveral Air Force Station and each passenger will be trained to land the (CCAFS). The results of these studies quantified the vehicle manually if the fully automated landing uncertainties related to both the probability and the system fails and therefore it will be engineered for consequence of the launch debris hazards. This simple operation by trained passengers. However, paper summarizes the results of both of these for certification by aviation authorities the vehicle relatively comprehensive launch risk uncertainty may be operational with 3 passengers and a pilot. analyses, which addressed both aleatory and epistemic uncertainties. The epistemic uncertainties A specific operation considered for SOLVES is naval of most concern were probability of failure and the operation where the suborbital vehicle will be debris list. Other major sources of uncertainty operating from a seaborne spaceport, probably a evaluated were: the casualty area for people in superyacht with spacepad for the vertical launching shelters that are impacted by debris, impact and landing of the vehicle. Such naval operation distribution size, yield from exploding propellant and enables the vehicle to fly above exotic locations propellant tanks, probability of injury from a blast reachable by sea. wave for people in shelters or outside, and population density. This paper also describes a SOLVES is also planned for further development into relatively comprehensive over-flight risk uncertainty reusable rocket booster to carry small suborbiter to analysis performed by the FAA for the second stage 160km from sea level, enables the passengers of flight for a Falcon 9 from CCAFS. This paper is aboard the suborbiter to experience longer zero applicable to baseline collective risk analyses, such gravity time and more effective suborbital flight. as those used to make a commercial license determination, and day-of-launch collective risk *************** analyses, such as those used to determine if a launch can be initiated safely. The paper recommends the Uncertainty and Significant Figures for Public use of only one significant figure as the default for Launch Risk Estimates reporting collective public launch and reentry risk Wilde, P results when making a safety determination, unless Federal Aviation Administration there are other specific uncertainty analyses, data, or circumstances to justify the use of an additional The paper considers the level of uncertainty in the significant figure. calculation of public risks from launch or reentry and provides guidance on the number of significant digits *************** that can be used with confidence when reporting the analysis results to decision-makers. This paper Overall Control on Solid Rocket Motor Hazard Zone: summarizes the US range safety standards regarding Example of VEGA an innovative Solution at System the treatment of uncertainty in public risk estimates, Level and focuses on the uncertainties in collective risk Vertueux, Myriam; Legrand, Franck calculations that are used for launches of new and CNES/CSG mature ELVs. This paper examines the prevalent computational models that are used in by US The arrival of additional Space launch vehicles Government to estimate total collective risk to the Soyouz and Vega in Guiana Space Center facilities public for a launch, including the model input data faced a new ground range safety major question: and the model results, and characterizes the The technical hazards assessment and management uncertainties due to both bias and variability. This related to the preparation of these three launchers paper describes two recent efforts to assess the simultaneously with the same high level of safety. uncertainty in state-of-the-art risk analysis models The objective of this publication is to highlight the used in the US and their input data. One assessment new safety solutions that are applied in CSG to focused on launch area risk from an Atlas V at reduce the risk of self-propulsion of the stages of Vandenberg Air Force Base (VAFB) and the other VEGA launcher.

During all the preparation campaign of VEGA launch makes them more vulnerable to external aggressions vehicle, the explosive risk due to the use of solid and mainly to natural risks. propellant is permanent. An uncontrolled propulsion of a SRM is capable of destruction of other To finish, during the integration phases in launch important installations with catastrophic effects. area, the P80, Z23 and Z9 are protected by a This event could cause loss of human lives and great reinforced structure of the roof of the mobile gantry. damages to the CSG launch site structures. The P80 is also equipped with 4 anti-flight knives Early in the space program development phases of which destroy the SRM in case of inadvertent VEGA, the risk of self-propulsion of SRM and the ignition of P80, Z23 or Z9. The knives protection is solutions to avoid the " domino effects" on removed a few hours before launch. neighbouring facilities have been issued as one of As a conclusion, one should have in mind that only a the major concern in term of safety. preliminary analysis at system level, can lead to an Pyrotechnics facilities are subjected to Pyrotechnics optimization of solutions from ground and on board safety regulations, dedicated to workers systems depending on preparation phases. occupational health and safety. Pyrotechnical Safety distances are calculated according to the feared *************** effects and the mechanical energy thresholds (pressure, kinetic energy), thermal thresholds and Flight Termination Criteria chemical thresholds (toxicity). These safety zones Haber, J. between facilities are one of the fundamental ACTA, Inc. measures to limit the effects of a potential accident, and more specifically with respect to domino effects. The first line of defense in protecting the public The operational deployment of each pyrotechnic against the threat of injury from a failing space stages of VEGA (P80, Z23 and Z9) in CSG includes booster is the flight termination system. various activities such as storage, transportation, Consequently, these systems must be highly reliable integration of pyrotechnic stages and pyrotechnic and the criteria for flight termination must be tests/control activities. As a consequence, it was carefully formulated. Criteria must be developed necessary to go further the usual method of based on observable data that allows adequate time determination of pyrotechnic danger zones and to for the data to be assessed and a flight termination adopt a general risk evaluation approach earlier in action to be triggered. Criteria should be set so that the programme. 1) a good vehicle is unintentionally terminated is small, 2) the chance of failing to terminate an errant The phenomenon of self-propulsion may come from vehicle before it can hazard population centers or the aggression of the ignition chain or solid valuable assets and 3) assure that the combination propellant loading channel of the SRM resulting from of the planned trajectory and mission rules do not aggression by external energy (electrical ( lighting, induce excessive risks to land based populations electrostatic discharges), thermal (fire), mechanical, should the vehicle need to be terminated. chemical, human errors, etc) or by premature firing command. Safety studies showed that non flight This paper provides an overview of the approaches devices had to be added to reduce the risk during all to flight termination criteria. Included in the phases of activities. The protective solutions are discussion are the alternative approaches used to adapted for each phase of preparation of the VEGA approach criterion definition, a discussion of the stage. measured quantities or derived quantities that may First, SRM main igniters of P80, Z23 and Z9 in be used as a basis for the flight termination decision, transportation and storage configurations are fitted consideration of the alternative methods used for by means of on board devices (safety snap ring) flight termination, and the various criteria employed Besides, during the transfer phases, the space as flight termination criteria. objects are no longer protected by the buildings and are generally not in transport containers, which With this background, the paper introduces a tool that we have developed and deployed for capturing 71 the breakup state vectors that result from flight Through a working group managed by ESA and termination including the effects of latency of the composed of members of the agencies and the information and uncertainty in the time from industries involved, a solution has risen to introduce reaching a flight termination decision to terminating the possibility that the activation of the the vehicle. pyrotechnical device ensures the explosion. This scenario is based on 3 steps that are the creation of *************** a combustive crack inside the propellant thanks to the cutting chord jet, the progression of this crack Synthesis of the SRM Fragmentation Activities towards the inner chamber because of the performed within VEGA Program mechanical characteristics of the propellant and Jarry, A1; Meyer-Lassalle, F1; Le Falch'er, D2 finally the rise in pressure inside the motor that 1CNES; 2ESA leads to the explosion in multiple pieces. This scenario has been numerically verified under certain On the 13th of February 2012 was launched the first conditions that involve the geometry of the crack VEGA launcher with its dedicated scientific satellites. and the burning state of this crack. In order to assess This event was the finalization of 12 years of work these as well as to bring confidence on the time from European companies as well as space agencies. delay between the activation and the explosion of This ESA launch occurred few months after the the motor, a small scale test plan was set up. It adoption by the French parliament of the LOS (Loi consists of active, inert and hybrid tests to verify the relative aux opérations spatiales), also called as the depth of the crack and the ignition of the propellant. space law. Its goal is to establish the legal safety of A third test was performed with inert and active each space actors, whether they belong to the public propellant to provide information on the timing. The or the private sector. It aims at ensuring the space output of the tests was the verification of the activities' technical risks mastery. One of the numerical assumptions. However, this test did not responsibility of CNES is to guarantee the safety for provide further elements on the timing which was activities conducted within or from the perimeter of the critical point. the European SpacePort in Kourou, French Guiana, through the protection of people, belongings and A numerical cross-check was therefore performed to environment during the launch operations. allow the use of this scenario on the fall-out studies that define the safety range of the launcher. This During the preparation for the first flight, safety was study provides essential information on the therefore a key topic, especially regarding a possible credibility of the scenario since not only did this default of the launcher and its dangerousness on the study give the sensibility of the propagation of the close range. All possible scenarios were thus studied crack due to the mechanical properties of the regarding the fall-out of the launcher and its impact propellant but also it did offer the chronology of the on the ground. Two key elements characterize the events with high details. fall-out of the launcher: the reaction time required to detect the failure of the launcher and the mass at All these numerical and experimental studies are as the fall-out since the overall propellant mass of many elements that enhance the understanding of these motors may represent a danger for the the consequences of the activation of cutting chords. structures close to there falling area. Moreover, the numerous dispersions that can arise from the analyses are also highlighted. All Vega solid rocket motors (P80, Zefiro 23 & 9) are equipped with pyrotechnical devices that intend to Despite these results, the main scenario that kept allow the destruction of the launcher. While the first the SRMs undamaged till the ground remained the stage is functioning and is therefore pressurized, the primary one since its sizing characteristics. However, others are not. The activation of the cutting chords in a global sense, the use of these further elements ought only to make the structure fragile, hence not ought to permit an increase in the safety operation to permit its explosion. reaction time as well as a reduction of the hazards zone in case of an explosion and a fall-out.

*************** debris environment, 2006 [2] J.C Liou, N.L. Johnson; Instability of the present Active Space Debris Removal using Modified LEO satellite populations, 2008 Launch Vehicle Upper Stages Equipped with [3] B. Weeden; The Current Space Debris Situation, Electrodynamic Tethers 2010 Nasseri, S. A.; Emanuelli, M.; Raval, S.; Turcuni, A.; [4] D.J. Kessler, B.G. Cour-Palais; Collision Frequency Nwosa, C. J. of Artificial Satellites: The Creation of a Debris Belt, Space Generation Advisory Council 1978 [5] M. Emanuelli, S. Raval, S. A. Nasseri, A. Turconi, C. During the past few years, several research Nwosa; Design and Evaluation of an Active Space programs have assessed the current state and future Debris Removal Mission with Chemical and evolution of the Low Earth Orbit region [1, 2, 3]. Electrodynamic Tether Propulsion systems, These studies indicate that space debris density Proceedings of the 2012 Beijing Space Sustainability could reach a critical level such that there will be a Conference, 2012 continuous increase in the number of debris objects, primarily driven by debris-debris collision activity *************** known as the Kessler effect [4]. This highlights the urgency for active debris removal. Helios1A EoL: a Success. For the first Time a long final Thrust Scenario, respecting the French Law on An Active Debris Removal System (ADRS) is capable Space Operation of approaching the debris object through a close- Guerry, Agnès; Moussi, Aurélie; Sartini, Christian; range rendezvous, establishing physical contact, Beaumet, Grégory stabilizing its attitude and finally de-orbiting the CNES debris object using a type of propulsion system in a controlled manoeuvre. The French law for space operations regulation (LSO) is effective in France since December 11th, 2010. For In its previous work, this group showed that a satellites already in orbit at this date, technical modified Fregat or Breeze-M upper stage equipped regulation requires to apply the End of Life (EoL) with an electro-dynamic tether (EDT) system strategy that meet the best the requirements of the (launched from the Plesetsk spaceport in the Russian LSO. The Earth observation satellite HELIOS1A EoL Federation onboard their respective launch operations occurred in the early 2012. Through this vehicles), can be used to de-orbit a Kosmos 3M EOL operations, CNES wanted to make an example second stage rocket body from polar orbits while of French Space Act compliance. Because the also delivering an acceptable payload to orbit [5]. satellite wasn't natively designed for such an EOL In this paper, we continue our work on the phase, the operation was touchy and risky. It was aforementioned concept by comparing its organized as a real full project in order to assess performance to ADR missions using only chemical every scenario details with dedicated Mission propulsion from the upper stage. We will also Analysis, to secure the operations through detailed update the EDT model used in our previous work risk analysis at system level and to consider the and highlight some of the methods for initiating major failures that could occur during the EOL. A physical contact with the object. Moreover, we will short scenario allowing to meet several objectives show that this concept can be used with other and benefits, was eventually selected: international launch vehicles (such as Vega, Soyuz The operation was performed within 4 days in order launched from Kourou and ATLAS 5) to de-orbit to minimize the use of human resources and of TT&C space debris. Mission analysis will be performed stations . These EOL operations consisted of 2 classic using computational tools such as Analytical manoeuvres decreasing the satellite altitude and Graphics Inc. Systems Tool Kit (STK). ensuring its atmospheric re-entry within 25 years. The remaining propellant had been drained thanks References to an "endless" thrust in order to avoid any future [1] J.C. Liou; Collision activities in the future orbital risk of accidental explosion. The batteries had been

73 disconnected from solar array to avoid reload and - a trade-off exercise, including the analysis of all the both transmitters had been switched off in order to possible missions and technology combinations, to avoid inopportune telemetry transmission. perform a pre-selection of possible scenarios During the final long thrust (one orbit) the objective - for the pre-selected scenarios, the optimisation of was to maximize the on-ground visibility of the the mission and the assessment of the main budgets satellite, minimize the ground activities and limit at system and sub-system levels by using a genetic satellite failures. Due to uncertainties on the amount tool (TCAT). Last but not least, the development and of hydrazine and to an insufficient ground station operational costs are assessed. coverage to monitor all the final push, it was a challenge to position the activities based on the observability constraints, prioritize these constraints The team will report on the first outcomes from the and to clearly identify the decision criteria to use in study .The approach used for the study, the case of unexpected anomaly. The last challenge was reference concepts selected at this stage and their to deal with the rapid orbit change, which requires a versatility will be presented. high reactivity for the computation of the TT&C stations pointing data to avoid loss of telemetry. The work performed in this study is funded by CNES. The main objective of this project, was to preserve space environment. Daily collision risk analysis was *************** made as well as a collision risk assessment with HELIOS1B and other CNES active satellites. Re-entry Analysis Comparison with different Solar Significant effort was made to take into account the Activity Models of spent U/S using ESA DRAMA and tanks de-pressurization criterion. TLE Predictions David, E1; Braun, V2 As the satellite was not designed for Disposal phase, 1DLR; 2Institute of Aerospace Systems, TU the operations were led on a "best effort" basis. LSO Braunschweig requirements were met : HELIOS-1A EOL operations had been led successfully. In February 2012, a tank from an Ariane 4 upper stage (A4-1997-016C) launched in 1997 landed in a *************** village in Brazil. After delivering two payloads, the upper stage was left in an orbit of approximately ADR Concepts from CNES funded Study OTV 250*36260km and an inclination of 7 degrees. This Pisseloup, A.1; Salmon, T.1; Axthelm, R.1; Cougnet, orbit is a typical GTO and several other rocket upper C.1; Chamot, B.2; Richard, M.2; Lequette, L.3; Dupont, stages which may re-enter in the future years are C.3; Saunders, C.4 present in this area. During the last year, launch 1EADS Astrium; 2Swiss Space Center EPFL; 3Bertin vehicle upper stages re-entered the atmosphere Technologies; 4Surrey Satellite Technology Ltd. (SSTL) with a rate up to once a week.

The French Space Agency CNES is currently Since 2008, several texts such as the ESA Space investigating concepts to address the need for Debris mitigation guidelines or the French Space law removing heavy debris in LEO. As part of CNES' OTV impose some requirements in order to limit the project, two consortia were selected in 2012 to work growth of space debris and reduce the risk due to re- under a CNES contract aimed at defining reference entry. Therefore several tools have been developed concepts for ADR missions and assessing their in order to assess the compliance with those versatility. requirements. The ESA DRAMA (Debris Risk The Astrium led team builds on the background and Assessment and Mitigation Analysis) software is a concepts from the four partners of the team: Bertin tool composed of several modules which, for Technologies, EPFL, SSTL and Astrium. The study example, can assess the duration of the decay of approach was designed in order to consider the wide space objects and simulate their re-entry trajectory. range of current concepts and to select the most For 2013, an upgraded version of ESA's DRAMA promising through: software is envisaged. It contains a new version of 74 the OSCAR (Orbital Spacecraft Active Removal) tool, progress to date and how it manages safety and which uses more sophisticated orbit propagation reduces risk. techniques. For that purpose, the user may define the future solar and geomagnetic activity scenarios *************** according to current ISO and ECSS standards. It is possible to select between a best-guess scenario IAASS Suborbital Safety Technical Committee - (including best case and worst case scenarios), Summary of Proposed Standards & Guidelines constant equivalent solar activity, ECSS standard Quinn, A1; Klicker, M2; Atencia Yépez, A3; Howard, D4; cycle or any user-selected historic cycle and solar Verstraeten, Joram5 activity sampled through a Monte-carlo approach. 1IAASS Suborbital Safety TC; 2techos GmbH; 3GMV; 4McGill University; 5NLR-ATSI The goal of the study is to use the OSCAR software and perform decay simulation for a rocket body and There are currently no international safety standards investigate the influence of the solar activity model and guidelines to assist designers, operators and on the simulation. As a reference, the decay of the authorities in the suborbital domain. There is a rocket body will be modeled using the TLE launch licensing regime in the United States (US) to information available on Space Track. assist the forerunners of the suborbital domain however this does not provide a safety approval for *************** the vehicle against set standards or does not have an acceptable level of safety to achieve in terms of NASA's Commercial Crew Program, the Next Step in design or operation. In Europe a certification U.S. Space Transportation framework may be implemented however this (or Mango, Edward J. any regulatory framework) is not in place as yet. This National Aeronautics and Space Administration paper summarizes the 5 tasks thus far completed by the IAASS Suborbital Safety Technical Committee (SS The Commercial Crew Program (CCP) is leading TC) in terms of deriving standards and guidelines for NASA's efforts to develop the next U.S. capability for the suborbital domain. The SS TC comprises crew transportation and rescue services to and from members from the suborbital industry (US and the International Space Station (ISS) by the mid- European vehicle designers), safety experts, legal decade timeframe. The outcome of this capability is experts, medical/training experts, prospective expected to stimulate and expand the U.S. space spaceport operators and members from the US and transportation industry. NASA is relying on its European authorities (though these members decades of human space flight experience to certify cannot directly steer the standards and guidelines - U.S. crewed vehicles to the ISS and is doing so in a they can merely review them for interest and two phase certification approach. NASA certification comment on non-policy aspects). The SS TC has been will cover all aspects of a crew transportation divided into three working groups (WG): Regulatory system, including: WG, Technical WG and Operations WG. The 5 tasks that are summarized in this paper include: - Development, test, evaluation, and verification Regulatory WG - (Task 1) Clarify and promote - Program management and control regulatory framework for suborbital flights (including - Flight readiness certification discussions on Space Law 'v' Air Law for suborbital - Launch, landing, recovery, and mission operations domain); Technical WG - (Task 1) Defining & - Sustaining engineering and maintenance/upgrades Alignment (globally) of Safety Criteria for Suborbital To ensure NASA crew safety, NASA certification will domain using industry best practices, (Task 2) validate technical and performance requirements, Software/complex hardware certification for verify compliance with NASA requirements, validate suborbital flights; Operations WG - (Task 1) Flight that the crew transportation system operates in the Crew and Spaceflight Participant Medical and appropriate environments, and quantify residual Training Standards & Guidelines for suborbital flight, risks. The Commercial Crew Program will present (Task 2) Spaceport Safety Management System. This paper also details the next set of standards and

75 guidelines that will be derived by the SS TC. The Human, Machine,Nature and Safety Factors in the paper concludes that these and future IAASS Design and Architecture of Spaceflight Terminal at suborbital safety standards and guidelines are Spaceport Malaysia needed now and should be considered by the Mohd Ariffin, A.R.1; Azizee, AA2; Asmadi, AJ3; Norul, industry players before the first commercial flights NRZ2 expected late 2013/early 2014. 1University Malaya; 2Spaceport Malaysia; 3Sunway University *************** The most significant and iconic facility at the planned Status of the new IAASS Software Safety Standard Spaceport Malaysia will be the spaceflight terminal, for Commercial Suborbital Vehicles that will serve suborbital flights for carrying Klicker, Michael1; Atencia Yepez, Amaya2 experiments, passengers and satellites. 1techcos GmbH; 2GMV Human, machine, nature and safety are the 4 factors The complexity and novelty of commercial suborbital being considered in designing the spaceflight flight poses a number of challenges to industry, terminal, and will be taken into consideration when operators and regulators likewise. In order to operating the terminal. As such, the design of the promote industry self-regulation IAASS has spaceport signifies a place that welcomes visitors, established a technical committee to tackle the user friendly, supports, services and integrates safety issues surrounding commercial suborbital vehicles, blend with natures and uses green flight vehicles (as will be presented in other papers technology and also very safe both for people and for the conference). In this context, one of the tasks machines. was to look at existing software safety standards and/or propose new suitable standards to The whole terminal will be a visitor center. There will complement the safety standards proposed by be galleries with exhibition on space travel and IAASS. theaters and for viewing vehicles being parked, serviced and taxied besides the taking off and The proposed IAASS suborbital software safety landing of the vehicles. There will also be a rooftop standard will be based on a safety case approach to platform for the same purpose. seamlessly integrate with the proposed IAASS system safety standard for suborbital vehicles. The A new concept explored in designing the rooftop of paper outlines the requirements of the standard as the terminal is "morphing roof", where the well as the available guidance material. aerodynamic and solardynamic shape of the roof can be modified under computer control in response As this is a rather novel area for standardization, towards natural factors including sunrays, rainwater potential acceptable means of compliance are and wind. This concept is very similar to morphing discussed offering two different solution paths wing on future aircraft design. discussed in the paper: The first suggested way for establishing acceptable means of compliance rests Several other new concepts were also explored. One on accepting aeronautical standards as the is the interior parking for suborbital vehicles. This is benchmark regardless of the different (numerical) a concept where the vehicles are parked inside an system safety objectives, the second suggested way exclusive dome shaped hangar very similar to the accounts for the higher acceptable risk in suborbital situation where limousines are parked under a porch flight compared to commercial aviation. Based on of a hotel, so that the passengers will feel very these considerations the overview over the activities convenient and not affected by the weather is completed by an outlook on future activities to condition when embark or disembark the vehicles. further refine the standard. This concept enhances safety as the vehicles will be parked interior under surveillance of video cameras *************** security personnel.

However, with the vehicles indoor, a new safety reentry point through breakup and release of the issue arises, that is the safety of the fully fueled REBR, as well as information on REBR's internal vehicles with their engines being ignited indoor. pressure, heat shield temperatures, and component Therefore several options were explored including temperatures. Once released by breakup of the host the use of towing vehicle and horizontal escalator vehicle, REBR also collected GPS data providing that transfer the vehicle outside the hangar before impact locations of each device. The REBR devices ignition. were released within an altitude of range of 66-68 km for all three reentries. The paper compares REBR As point-to-point suborbital flight between data for these three reentries and includes an spaceports is planned to be operated by Spaceport overview of REBR and plans for its evolution. Malaysia, facilities for such flight is also planned at the spaceport. Therefore, the terminal will have *************** separate areas and system that handle local suborbital flights and international point-to-point DEBRISK, CNES Tool for re-entry Survivability flights. Prediction: Validation and Sensitivity Analysis Omaly, P1; Magnin Vella, C1; Galera, S2 There will also be a tower with platform slightly 1CNES; 2ALTRAN above the roof of the terminal where an optical observatory is to be installed. This observatory will Atmospheric re-entry survivability prediction and be used for suborbital flights observation. Images analysis of spacecraft debris are necessary to from these observations will be able to be viewed evaluate risk to humans upon ground impact. The live by the visitors at the terminal. French Space Agency (CNES) has been developing a fast and efficient tool called DEBRISK, based on an This paper describes how human, machine, nature object-oriented approach [1]. This code calculates and safety factors were use to design the spaceflight the space objects trajectory and their ablation. It terminal of Spaceport Malaysia and how those supplies a list of the surviving objects and their factors significantly influence the architecture of the characteristics upon ground arrival. This list is highly terminal. dependent on break up prediction, aerothermodynamics modelling and some *************** parameters affecting debris survivability. This paper gives an overview of the software validation and a Comparison of Reentry Breakup Measurements for sensitivity analysis of debris survivability. Three Atmospheric Reentries Feistel, A.; Weaver, M.; Ailor, W. In this study a set of comparisons with literature The Aerospace Corporation cases of similar tools is presented. Then, the accuracy of drag coefficient and heat rates modelling Reentry breakup data were collected during is discussed using 3D CFD results. Finally, a sensitivity atmospheric reentries of Japan's HII Transfer analysis of influence parameters is exposed. Vehicles HTV2 and HTV3 and the European Space Agency's ATV-3 vehicle. The three vehicles were [1] P. Omaly, M. Spel, DEBRISK, a tool for re-entry used to carry supplies to the International Space risk analysis. Proceedings of the 5th IAASS Station and were directed to reenter the Conference A Safer Space for Safer World, by atmosphere such that surviving debris would land in Ouwehand, L. ISBN:978-92-9092-263-6 . Noordwijk, the South Pacific Ocean. They were also used as Netherlands: European Space Agency, 2012. demonstration flights for the Reentry Breakup Recorder (REBR), a device designed to collect reentry *************** breakup data, to survive reentry, and to transmit the data prior to earth impact. The data collected are unique for reentries of unprotected objects and include rotational rates and accelerations from the

OPERA - a CNES Tool to Monitor Short and Middle the differential correction process, aiming to the Term Uncontrolled Re-entries Using Mean Theories final estimation of the orbit and of the area-to-mass Dolado Perez, Juan Carlos1; Aivar-Garcia, Laura2; ratio for drag and solar radiation pressure, has been Agueda-Mate, Alberto2; Tirado-Velez, Jesus2 implemented in OPERA. 1CNES; 2GMV Finally we will present the validation phase of the As United Nations define in the articles I and II of the algorithm, which has been done using past re-entries convention on international liability for damage as reference. Accuracy of re-entry estimation as a caused by space objects. Every "launching state" is function of the length of the dataset, the proximity absolutely liable for damage caused by its space to the real re-entry date and the solar activity during objects on the surface of the Earth or to aircraft in the re-entry (high, medium or low solar activity) will flight. be also presented. We will also give some insights on how are linked at CNES the short and middle term The CNES, as the French Space Agency, is due to re-entry predictions with OPERA, and the re-entry monitor the space objects in order to prevent any predictions done a few days or hours before the damage to a third party due to the uncontrolled re- effective re-entry date, using radars measurements. entry of one of its space objects, as well as any damage that may be caused in the national territory *************** by the uncontrolled re-entry of an space object of a third state. Safety Assessment for Secondary Payloads launched by Japanese Expendable Launch Vehicle On this context, CNES has focused its efforts on the Miki, M1; Kobayashi, R1; Nogami, M2; Kawada, Y1; analysis and development of theories well suited for Takeuchi, N1 long term orbital propagation, that can be used to 1JAXA; 2JAMSS monitor, from a complete space debris catalogue, the objects that are more likely to re-enter the JAXA has system safety review panel (SSRP) for Earth's atmosphere on a short and middle term expendable launch vehicle payload. SSRP reviews the basis. Such efforts have allowed CNES to develop safety of launch vehicle payload to be launched from OPERA, a java-based tool that using USSTRATCOM's JAXA Tanegashima Space Center (TNSC) or Two Line Elements (TLE) as initial pseudo- Uchinoura Space Center (USC), as well as ground observations and an efficient semi-analytical long support equipment (GSE) during the period from term orbital propagator, predicts the orbital lifetime delivery to TNSC or USC to payload separation from of the whole catalogue. launch vehicle, through launch site operation and launch. After a first validation phase of OPERA, in which the tool has been tested and validated with already re- JAXA recently provides a launch and operation entered objects, mainly on Low Earth Orbits (LEO) opportunity for small sub-satellites manufactured by [Dolado et al. - Short and Middle Term Re-enrty private companies, universities, and other Monitoring Using Public Space Debris Catalogues; institutions by utilizing the excessive capability of AIAA/AAS 2012 - Minneapolis], this paper presents our launch vehicle in order to use satellites for an update of the OPERA’s algorithm, in order to be education. Totally 14 small sub-satellites have been able to generalize the re-entry estimation problem launched by H-IIA rocket so far, and 11 small sub- to either Low Earth and Highly Elliptical Orbits (HEO). satellites are to be launched in the future.

After the description of the filtering stage of the SSRP considers the following as catastrophic hazards algorithm, aiming to the suppression of outlier data regarding small sub-satellites; and to the detection of manoeuvred space objects, (1) Damage or loss of vehicle or main satellite due to for which re-entry predictions are not performed. failure of small sub-satellites We will present how the preliminary estimation of (2) Damage or loss of ground operators due to the area-to-mass ratio is performed as well as how failure of small sub-satellites 78

•gDamage or loss of main satellite•h is a unique Installing hardware in wrong configuration can result identified hazard because small sub-satellites are in damage to the hardware making it inoperable in mounted near main satellite. space or even creating hazards to the crew. Taking the SODI payload as an example, several design Thus SSRP especially focuses on the hazard and features are explained which prevent such hazards requires small sub-satellites to have enough safety from occurring. design against these hazards. For example, electrical The design features range from scoop proof and mechanical two fault tolerant are required for connectors, dedicated marking and Poka-Yoke inadvertent deployment of deployment mechanism, techniques resulting in mistake-proof hardware inadvertent RF radiation and so on. installation. These features also result in minimizing crew time for installation and check-out. On the other hand, the features of small sub- satellites are; Opening levels of containment in space is another common operations topic needing careful design (1) potential hazard sources of small sub-satellites and verification to avoid crew exposure to hazardous are generally small substances. Solutions range from providing (2) some of small sub-satellites manufacturer are not temporary exhaust/filtering capacities as offered by familiar with safety assessment. glove-boxes, inspections of containment level before exchanging experiment cells to full automatic cell Therefore, SSRP improved its process by developing exchange systems avoiding crew interaction at all. A support tools of safety assessment such as standard full automatic cell exchange system as developed for hazard reports, interpretation letters etc in order to the Transparent Alloys payload is explained in more proceed their safety activities smoothly. detail.

This paper will explain the summary of safety Emergency egress for crew is an important assessments of secondary payloads and the requirement not always easy to implement or improvement of JAXA SSRP process. difficult to verify. Several experiments and payloads including ANBRE, DEX, T2 and SAHC illustrate *************** provisions to keep the crew un-donning time within acceptable limits and ways to verify this requirement Hazard Control & Crew Interaction including both on-ground testing as well as parabolic Hellinckx, H. M.; Rosiers, P. V. M. flight campaigns. QinetiQ Space nv The hazard potential of failure modes involved in a Crew interaction with hardware often requires crew exercising equipment is often hard to analyse. careful design and implementation of dedicated The severity impact of several failure modes of the features to prevent hazards from occurring. In the SLS for the T2 treadmill affecting the running crew specific case where the crew member is utilized as a member could not be estimated on ground because test subject, rapid egress of the flight crew from the of the different biomechanical behaviour in 0-G experiment apparatus has to be guaranteed as well. compared with the same human movements on Additionally, also the hazard potential of failure ground. A specific test campaign was set up to modes involved in a crew exercising equipment is create better insight in the crew hazard potential discussed. and to provide valuable data to understand the real Based on the extensive experience QinetiQ Space hazard and convince NASA safety panel of the has acquired from developing hardware for µG adequacy of controls and verifications. environment (ISS) including crew exercise equipment, facilities and payloads, several case *************** studies are presented which illustrate dedicated design solutions and verification approaches used in hazard control. 79

Payload Safety: Risk and Characteristic-based result, this framework will focus on development Control of Engineered Nanomaterials methods to distinguish engineered nanomaterials Abou, S1; Maarouf Saad, M2 from incidental (anthropogenic) and natural 1University of Minnesota Duluth; 2ETS nanoparticles and to better understand differences in terms of human health and environmental impact Nanoscale materials are of considerable scientific from exposure to these varying types of interest because some material properties can nanomaterials. change at this scale. These changes challenge our understanding of hazards posed by nanomaterials in Keywords: Payload safety, Safety performance, realistic exposure conditions, and our ability to Nanomaterials, System Safety anticipate, recognize, evaluate, and control potential health, safety, and environmental risks. References: Comprehensive risk assessment programs have been [1.] Manolova V., Flace A., Bauer M., Schwarz K., initiated in the United States, and Europe to Saudan P., Bachmann M.F., Nanoparticles target promote and expand the utility of nanotechnology distinct dendritic cell populations according to their for commercial applications. size, Eur. J. Immunol. 38 (2008) 1404-1413 Regulatory and oversight tools for payload safety [2.] Reddy S.T., Rehor A., H.G. Schmoekel, J.A. have evolved to include diverse approaches such as Hubbell, M.A. Swartz, In vivo targeting of dendritic performance standards, tradable allowances, and cells in lymph nodes with poly(propylene sulfide) efficacy reviews. The decision whether to impose an nanoparticles, J. Control. Release 112 (2006) 26-34 oversight nanotechnology system, the oversight [3.] Coates P.T.H., Colvin B.L., H. Hackstein, A.W. elements in nanomaterials payload safety and Thomson, Manipulation of dendritic cells as an working group safety, the level of oversight (for approach to improved outcomes in transplantation, example, federal, organizational, state), the choice Expert Rev. Mol. Med. 4 (2002) 1-21 of approach, and its execution can profoundly affect technological development, individual and collective *************** interests, and public confidence in nanotechnology products. The X-ray(s) Protection Design of the Material However, in 10 years of overseeing research on Science Rack with Respect to Safety Assurance nanotechnology, we have yet to specify what makes Liu, Yue; Wang, Gong; Wang, Wei; Fang, Man; He, nanomaterials payload safety warrant extra Yuanjun oversight. This failure to systematically evaluate the Technology and Engineering Center for Space need for extra measures, the type of extra measures Utilization, Chinese Academy of Sciences related to different challenges, and the usefulness of those measures hampers efforts to respond The Materials Science Rack (MSR) provides a appropriately to payload safety for the emerging platform for conducting materials science researches nanotechnology risks. Of particular interest is in the microgravity environment onboard the payload nanomaterials characterization. Chinese Space Station. It comprises a furnace This paper evaluates whether existing providing high temperature conditions with a real- physicochemical property testing methods are time observation facility. The Radiography is adequate to sufficiently characterize payload selected as a candidate approach to record the nanomaterials for risk assessment purpose. It is phenomenon of experiments due to the penetrating known that, to oversight nanotechnology system, we ability of x-ray(s). Nevertheless, long time expose to have not even profoundly delineated the differences x-ray(s) may harm the health of crews during their between such terms as technique, method, process science operation and other maintenance tasks. and engineering. There is an inherent need to Therefore, x-ray(s) in the MSR is a potential hazard compile data on the unique chemical and physical and requires a shield to prevent their release in all characteristics of nanomaterials, particularly the possible scenarios. This paper describes a concept impact of size, morphology, charge, and surface design of the x-ray(s) observation and protection coatings on reactivity, toxicity, and mobility. As a devices. In addition, it discusses the adequacy and

80 feasibility of the concept taking into account other The safety process ends with the issue of the design constrains such as mass, materials and sizes. Materials Certification of the reviewed payload The paper concludes with suggestions to future hardware that shows compliance with the relevant optimization of the design with respect to safety materials and processes requirements and assurance. standards. In addition to the safety related activities for the ISS, specialised TEC-QTE personnel provide *************** measurements of the air quality inside the ATV and assess whether the toxicity index is within The role of ESA TEC-QTE in the ISS Safety process requirements. Orlandi, Marika; Rohr, T.; Stienstra, M.; Semprimoschnig, C. *************** European Space Agency Numerical Study of Flame over an electric Wire in Microgravity On the 17th of July 2000, the Materials and Jajoo, Vibhor Processes Reciprocal Agreement was signed IIT-BHU between NASA and ESA to define the process for selection and certification of materials used in the Fire is a particularly feared hazard in confined Space Shuttle and the International Space Station. enclosures, as in spacecraft. In space during fire Consecutively, on the 20th of June 2003 this condition with air flow due to ventilation system can agreement was extended to the Automated generate life threatening condition to crew Transport Vehicle (ATV). It is therefore the members. The fire is most often caused by an responsibility of ESA TEC-QTE, the Materials Space overload in electrical wires on board fire prevention Evaluation and Radiation Effects section, part of the on ISS is in the elimination of potential fuels: wires Product Assurance and Safety Department, to which have an internal resistance can generate ensure that all materials, parts and processes of pyrolized gases and heat which can make melt the each of the ISS payloads not only function as insulation material and cause the ignition. Ignition required but also do not pose a risk to the safety of condition is more probable in microgravity in the crew members. In this context, TEC-QTE provides comparison to normal gravity. In previous research qualified expertise to support the ESA Flight Safety the authors reported dramatic extensions of ignition Review and assesses safety aspects related to limits (defined as "minimum electric current to cause manned projects (materials properties, fluid system ignition under a given oxygen concentration") under compatibility, fungus resistance). This is supported microgravity. The results showed that the by the Materials Space Evaluation and Radiation microgravity environment significantly increases the Effects section's Materials and Electrical ignition probability, including the occurrence of Components laboratory having at its disposition a delayed ignition and extended ignition limits, with range of facilities designed to perform large electric currents when compared with the environmental effects testing of which off-gassing situation under normal earth based gravity. The tests according to ECSS-Q-ST-70-29C (equivalent to increase in the ignition probability is explained by NASA STD 6001 test 7) and outgassing tests decreases in the minimum ignition energy in according to ECSS-Q-ST-70-02C (equivalent to ASTM- microgravity interacting with the ignition E-595). The ESA facility to perform flammability tests mechanism. according to ECSS-Q-ST-70-21A (equivalent to NASA STD 6001 test1) was moved to Astrium Bremen. A numerical approach is been taken by FORTRAN program solving equations in through grid systems TEC-QTE is in charge of reviewing and approving, via SIMPLER algorithm for axisymmetric steady flame in RFA or MUA , all materials that do not meet safety zero gravity condition using electric wire as source of requirements as well as COTS or CAM (black boxes) energy for constant flux and polythene insulation as equipment. a fuel with different flow speed. The main focus is to study and draw flammability map and flame ignition.

In analysis Flame starting position and structure is the safety of people, property, public health and also calculated and shown with fire sustainability in environment for all space operations involving microgravity. A one-step, second-order finite rate French responsibility at international level. Arrhenius reaction between fuel vapor and oxygen is Therefore, CNES had to develop efficient internal assumed. Polythene is assumed to be vaporized tools, able to compute risks related to space ideally. These results are compared with preparatory operations. The development of ELECTRA© method experimental data of Kibo Experiment scheduled to and software, undertaken in 2007, meets the be held in late 2012 on ISS. Numerical simulation requirement of precise quantification of the risks considers steady state which slightly differs from induced by fragments fall back during a launch or a drop tower experiment results. This Numerical space re-entry. ELECTRA© calculates the risk for simulation can give accurate preparatory data for ground populations involved in three types of experiment onboard. events: rocket launching, controlled re-entry and uncontrolled re-entry. For the first two cases, *************** ELECTRA© takes into account degraded cases due to a premature stop of propulsion. For each considered Comparison and Characterization of NiTi and NiTiCu failure along the nominal trajectory, ELECTRA© Shape Memory Alloys makes a Monte-Carlo simulation of the possible S. Dilibal, SD1; H. Adanir, HA2 trajectories of fragments induced by parameters 1Dogus University/Istanbul; 2Marmara dispersions. Then, ELECTRA© computes the University/Engineering Faculty/Istanbul collective risk depending on the energy and the casualty area of the fragments, the population In this study, two different composition of Nickel- density and the protection afforded by buildings. Titanium (NiTi) shape memory alloy's (SMA) are In 2010, ELECTRA was implemented for internal characterized. The composition of the alloys were Ti- CNES safety needs, but soon it has been provided to 49.9 at.%Ni and Ti-48.64 at.% Ni. After small amount space operators, in the frame of the FSOA, to assess of Copper addition (2.21 at. % and 3.94 at. %), shape human risk associated to their operations. Since memory characteristics of NiTiCu alloys are December 2010, ELECTRA© has been deployed and investigated. Vacuum Arc Remelting (VAR) method is used operationally to monitor the risk associated to used to produce these alloys. And characterization each launch from Guyana Space Centre. The tool has of SMA was carried out using X-Ray Diffraction (XRD) also been used to estimate uncontrolled re-entry risk method, Hardness Vickers Testing and Scanning of all CNES LEO missions. So, due to its various use, Electron Microscope (SEM). After Copper addition, major evolutions were implemented on ELECTRA© hardness is increased in NiTiCu SMA. However, to meet new users' requirements, like, recently, the Austenite start (As) and Martensite start (Ms) risk assessment during the final phase of temperatures are decreased that measured by uncontrolled re-entry, that can be combined with differential scanning calorimetry (DSC) and weak the computed risk for each country involved by shape memory characteristics observed in the NiTiCu impacts. SMA. This new "short-term" re-entry context aims to estimate the risk a few hours or days before the *************** uncontrolled re-entry of a space object. The principle of this calculus is that, a few days before the possible Risk Assessment during the Final Phase of an re-entry, conditions are distributed on a limited uncontrolled Re-Entry amount of orbits and can be characterized by a set Gaudel, A; Hourtolle, C; Goester, JF; Fuentes, N of possible state vectors at a given altitude, taking CNES into account uncertainties on the space object itself and on environmental conditions. Then, every point As French National Space Agency, CNES is is considered as a probable point of re-entry and is empowered to monitor compliance with technical processed in a similar way as what is done for each regulations of the French Space Operation Act, failure case for launching risk computation. FSOA, and to take all necessary measures to ensure The purpose of this article is to provide an overview 82 of the method and the main functionalities Study of Spacecraft Elements Surviving an implemented, and then to highlight these recent Atmospheric Re-Entry improvements. Indeed, the risk assessment during Durin, Ch D1; Desmarres, JM.D1; Gautier, E. G2; final orbits of an uncontrolled re-entry, mixed with Jacquesson, M.J1; Arnal, MH. A1 the computation of the risk by country, is supposed 1CNES; 2Ecole des MINES to become an operational task for CNES mission of monitoring and warning. Actually, recent events In the frame of a better understanding of concerning uncontrolled re-entries of space objects parameters playing with the reentry of spacecraft has led CNES to consider this subject with great elements we have performed expertises on a real attention. case. We try to correlate geometrical parameters, flight configuration on damages seen by the object. *************** We also add some data's from reports of other reentered objects. An Early Study of Disposal Options for the Hubble Space Telescope In a second hand, we have expertise at material level Hull, Scott M.; Griffin, Thomas J.; Bretthauer, Joy W.; to measure properties evolutions. Tests include Leete, Stephen J. mechanical measurements, crystallography study NASA Goddard Space Flight Center and ejecta's appraisal. These data's are entries for simulation tool in order to better define what object Since its launch in 1990, the Hubble Space Telescope would be able to survey a reentries. has been one of the most productive scientific The method used must be applied for other endeavors in history. Nonetheless, all good things reentered object we could analyze. must come to an end, including the useful life of this spacecraft. Since Hubble has no on-board propulsion *************** system, its orbit is currently decaying, and recent models predict that without any intervention the Spaceflight vs. Human Spaceflight telescope will reenter the atmosphere, no earlier Barr, S than 2027. Due to the very large size of the The Aerospace Corporation spacecraft and the extensive use of materials that are expected to survive reentry heating, an Spaceflight is challenging. Human spaceflight is far uncontrolled reentry would pose an unacceptable more challenging, which is why few nations have risk of injury to the general public. The original attempted it. Those familiar with spaceflight designs called for the telescope to be retrieved by recognize that human spaceflight is more than the Space Shuttle at the end of its mission, but that tacking an environmental control system on an is no longer an option. An early study has been existing spacecraft, that there are a number of conducted to examine options for disposing of serious technical challenges involved in sending Hubble in a way that would drastically reduce the people out into space and bringing them back home risk, or eliminate it entirely if successful. In order to safely. lay the foundation for an eventual decision several years from now, four basic options for disposal were The return trip, bringing the crew back to the surface studied, each based on three possible telescope of the earth safely, is in fact the requirement that hardware status conditions. The study included an drives the most challenging of the technical examination of the feasibility, reliability, end-to-end conundrums. But differences between launching risk, cost, and schedule for each potential approach. equipment rather than humans are more than A summary of the findings of the feasibility, technical. The inclusion of people changes the reliability, and risk assessments from that study will primary objective; the original mission becomes be presented. secondary to ensuring the crew returns back safely. The human element forces a change in philosophy, a *************** mindset that will likely touch every aspect of flight from launch through mission and return. Seasoned 83 space professionals used to the paradigms and more to it? However the connections and paths priorities of unmanned flight need to be cognizant of inside are of minuscule size. Microsection is an these differences and some of the implications that important means in the quality control and can be overlooked by even the most experienced evaluation of PCB manufacturing. It is a very professional, perhaps most especially because an important requirement of printed circuit board (PCB) excellent attitude regarding mission success is going quality assurance due to the potential for hidden, to be contradictory in some ways from an excellent subsurface defects, and for process control. It should attitude in safety for human spaceflight. be noted that this is a destructive test method. PCB customers in the space community often require In this paper, we are going to explore some of those qualified vendors to perform microsection samples subtle differences and key paradigm shifts, as well as of their PCB products or use the help of external examine the implications of these differences to laboratories. Microscopic analysis shows a detailed both a space-faring culture and to the technical view of the processes and quality controls used aspects of spaceflight. We will examine differences during manufacturing. in emergency response, the difference in priorities for critical functions, as well as some key functions In search for a cause Part II peculiar to human spaceflight, the special considerations needed for any return vessel, and the Electric and electronical components are also aging. unique advantages and limitations to control and EEE parts used for ATV date back to 1998, due to flight systems by including human beings delays even parts procured later are now about 10 years old and must be re-lifed. Solderability of *************** components is not always guaranteed and the function may also affected. The Devil within - A Tale about Computers, Experts and Confusion The human stain Bittner, Florian; Hanigk, Stefan Astrium Space Transportation Even if the parts are still usable, manufacturing flaws may enter unnoticed. Parts warm up and cool down Introduction during operation and by this expansion/contraction Printed circuit boards and EEE components are the process solder joints may be affected up to the point base of computers, modern spacecraft are heavily of loosing contact. Careful parts placement during depending on these devices. EEE components design and effective mechanical connection lowers typically make up 8-20% of the cost of a spacecraft. the stress on parts. During the course of manufacturing systems for use in the ATV "Albert Einstein" an unexpected Have knowledge - will travel behaviour was found with a subsystem which drives ATVs propulsion. This was just the beginning of a Rigorous quality control is a solution to all these long journey to find the root cause of failures hiding problems. Experts with practical knowledge can deeply in a microscopic world. Suppliers, detect potential problems but they don't come as independant laboratories, project team members bundles. Tools like automated optical inspection and ESTEC specialists were searching for (AOI) or x-ray inspections aid in detecting hidden explanations. In the course of investigation more problems. Application of the required standards like suspects were found. Could that jeopardize a ESA´s ECSS, NASA SSP or the now widely accepted mission? How about similar problems in other IPC standard adds another margin of safety. projects? Lessons learned In search for a cause Part I We all use printed circuit boards everywhere, from In addition to EEE part screening careful selection TV to freezer to your car, but what is it actually: Just and control of the PCB manufacturer is a must. a holding place for chips and other stuff or is there Manufacturing personnel as well as others handling 84

EEE equipment have to be certified according to the radiation and the secondary particles created in the required standards. Do quality by design. And last shielding material. The material thickness required but not least test your electronic equipment represent a significant mass. The advent of thoroughly. superconducting magnets in the 1960's offered the possibility of an alternative active shield solution, *************** which remains today a promise.

Performance and Safety of Pouch Lithium-ion Cells In order to approach the reality, active high in a Space Environment temperature superconducting magnet shields have Jeevarajan, J.1; Duffield, B.2; Chung, J.-S3; Park, J3; been evaluated In terms of the required mass and expected dose reduction. Jung, K4; Burke, E5; Hammond, Jim5 1 2 NASA Johnson Space Center; ESCG Jacobs The preliminary mass estimates are provided by 3 4 Engineering; PC Test Engineering; PCTest engineering studies of different magnet field Engineering; 5Space Information Labs configurations based on advanced coil technology. The performance of the field configurations are Lithium-ion cells of the pouch configuration are evaluated with a detailed three dimensional physics more commonly being used in commercial portable simulation which propagates the particles in the electronic equipment in recent years. The pouch magnetic field(s), and includes the interaction of the lithium-ion cells swell under various conditions. particles, including the generation of secondaries, in Extensive studies have been carried in the past few the materials of the active shield and habitat years on this configuration of cells from different cell structure. manufacturers to determine their performance, safety as well as tolerance to space vacuum A summary of the results obtained in a one-year environments. The results of the studies show that study for ESA, and a second phase one study for the the cells behave similar to those in metal cans with NASA Innovative Advanced Concepts (NIAC) respect to both performance and safety but do not program, are presented. The directions of future have a tolerance to vacuum conditions as to the cells work, under an European Union contract, and in the in metal cans. The results of the studies will be context of the phase two NIAC, are discussed. presented in more detail at the conference. *************** *************** NEOPROP: a NEO Propagator for Space Situational Active Magnetic Shielding for Long Duration Awareness Manned Space Missions Zuccarelli, V1; Weikert, S1; Valles, C Y2; Bancelin, D3; Burger, W. J.1; Battiston, R.2; Calvelli, V.3; Musenich, Thiullot, W3; Hestroffer, D3 R.3; Datskov, V. I:4; Della Torre, A.5; Venditti, F.5; 1Astos Solutions; 2ESA; 3IMCCE Hovland, S.6; Meinke, R.7; Van Sciver, S.8; Westover, S. C.9; Washburn, S, A.10 The overall aim of the Space Situational Awareness 1Universita Degli Studi di Perugia; 2Universita di (SSA) Preparatory Programme is to support the Trento and INFN Trento; 3INFN Genoa; 4CERN; 5CGS; European independent utilisation of and access to 6ESTEC; 7AML; 8Florida State University; 9NASA-JSC; space for research or services, through providing 10University of Colorado timely and quality data, information, services and knowledge regarding the environment, the threats The ionizing radiation of galactic cosmic rays and and the sustainable exploitation of the outer space solar energetic particles represents currently the surrounding our planet Earth. The SSA system will limit for the duration of manned space missions. The comprise three main segments: different solutions considered are classified as active and passive shields. The latter consists of inert - Space Surveillance and Tracking (SST) of man- materials of sufficient thickness to stop the primary made space objects 85

- Space Weather (SWE) monitoring and forecast probabilities. The initial state provided by the Orbit - Near-Earth Objects (NEO) surveillance and tracking Determination process will be used to numerically propagate the trajectory. Currently, there are over 400.000 asteroids known in our Solar System, where more than 6.500 of these The NEOPROP Software developed will be later are Near Earth Objects (NEOs). These could implemented inside the SSA-NEO programme potentially hit our planet and depending on their simulators aimed at assessing the trajectory of size could produce considerable damage. For this asteroids within the ESA's SSA-NEO Small Bodies reason, NEOs deserve active detection and tracking Data Centre (SBDC), located at ESA/ESRIN, Italy. The efforts. One of the main objectives of the ESA's paper will conclude with the plan for the future Space Situational Awareness (SSA) programme is to implementation of the code in this SSA NEO Pilot provide warning services against potential asteroid Data Centre. impact hazards, including discovery, identification, orbit prediction and civil alert capabilities. ***************

Inside the frame of the SSA programme, the Space Situational Awareness: It's Not Just About NEOPROP activity has the objective to develop the Algorithms different trajectory prediction algorithms in order to Schonberg, W1; Sridharan, R2; Guo, Y3; Maclay, T4 provide an independent validation of the current 1Missouri University of Science & Technology; algorithms within the SSA-NEO segment. This paper 2MIT/Lincoln Laboratory; 3JHU/Applied Physics describes the NEOPROP activity, which is being Laboratory; 4Celestial Insight, Inc implemented by Astos Solutions and IMCEE for ESA. The key objective of NEOPROP is to design, develop, The U.S. Air Force is the primary U.S. government test, verify, and validate trajectory prediction organization tasked with maintaining the space algorithms of NEOs in order to be able to compute object catalog and data on all space objects. A key analytically and numerically the minimum orbital task is to determine if objects might come close to intersection distances (MOIDs). The main tasks each other, an event known as "conjunction," and include the review and assessment of existing the probability that they might collide. This is a methods for orbit determination, orbit propagation, complicated task, involving collecting data from a orbit perturbations and MOID calculations, the multitude of different sensors and fusing the investigation of different or new approaches and the tracking data along with other data, such as data implementation of the best algorithms to be used in from atmospheric models, to provide predictions of the frame of the SSA programme. where objects will be in the future.

Within the scope of this activity a Software Accurate ephemerides on all trackable space objects prototype is being developed, which combines orbit are maintained at the U.S. Strategic Command’s determination and orbit propagation under Joint Space Operations Center (JSpOC) using a set of consideration of all necessary perturbations to algorithms that are known as the "AFSPC standards". compute the MOID. The NEOProp Software consists The JSpOC Mission System (JMS) is the Air Force's of two separate modules/tools: the Analytical current program, being implemented in a series of Module and the Numerical Module. The Analytical steps or phases, to modernize the infrastructure Module makes use of analytical algorithms in order used in the JSpOC for maintaining a catalog of to rapidly assess the impact risk of a NEO and it is objects in space, tasking sensors, assisting decision responsible for the preliminary analysis. Orbit makers, and informing commercial satellite owners Determination algorithms (Gauss, Linear Least and operators. Historically, AFSPC has insisted that Squares) will determine the initial state (from MPC their "standard algorithms" be used by observations), along with its uncertainty, and the owner/operators so as to maintain compatibility - a MOID of the NEO (analytically). The Numerical requirement that has become very difficult to Module makes use of numerical algorithms in order enforce. to refine and to better assess the impact

In early 2011 the Air Force Space Command asked However, current Air Force staffing and personnel the National Research Council committee to training shortfalls could threaten the viability and undertake a study of its astrodynamics standards scope of ongoing programs. The JSpOC is with a view to ascertain their relevance and understaffed for operating the existing system and appropriate replacement. In this paper we review has difficulty retaining the necessary expertise to the conclusions reached by the committee with fulfill its mission. Training materials are insufficient, regard to some of the broader aspects of the AFSPC the training process is long, and frequent military astrodynamics standards, including the need to reassignments make long-term retention of ensure interoperability and the strategic, expertise difficult. environmental, and cultural issues that play a role in ensuring that future astrodynamics algorithms meet Finally, the Air Force needs to encourage a change in the needs of the JSpOC in a cost-effective manner. culture to emphasize openness-in the transparency Thoughts and conclusions regarding more technical of its algorithms, in the interaction of its people with issues, such as the physical and mathematical the user and scientific communities, and in its aspects of the astrodynamics and estimation providing of a reasonable amount of sensor tracking algorithms, were discussed previously [1] and can data to the scientific community for testing also be found in the committee's full report [2]. algorithms. The AFSPC and the JSpOC could benefit from a strategic analysis of space situational The committee concluded that while AFSPC's current awareness-related activities, including algorithm and system for maintaining and developing the model development and upgrades as well as standardized astrodynamics algorithms has done an operations and personnel management. Without adequate job, community needs and changes in such an analysis Air Force Space Command and the national space policy are leading to increased JSpOC could end up making budget decisions and demands. The number of objects in space and the model development priorities in an uncoordinated number of operators are increasing as is the way, rather than according to a well-thought-out challenge of maintaining accurate ephemerides of strategy. these objects. REFERENCES In the JSpOC Mission System close attention will have to be paid to the architecture to handle current 1. P. Nielsen, "NRC Assessment of the USAF and unknown future needs, and innovation will have Astrodynamic Algorithms", presented at the to be encouraged. For the system to be effective it Advanced Maui Optical and Space Surveillance will have to emphasize interoperability while at the Technologies Conference, Maui, HI, September, same time decoupling the JMS from the users so 2012. that upgrades in architecture and algorithms can be implemented rapidly without affecting the users. 2. NRC, Continuing Kepler's Quest: Assessing Air True interoperability will require the development of Force Space Command's Astrodynamics Standards, international standardized algorithms because the National Academies Press, Washington, DC, 2012. Air Force will have to interact with non-U.S. satellite owners/operators to a greater degree than it *************** currently does. CNES Strategic Plan for Space Traffic Control Automation is key to addressing the growing and Alby, F diverse demands of the user community as well as CNES the limitations of Air Force military and civilian staffing. The architecture of the new system will The increasing orbital debris population represents a have to consider the evolving opportunities for growing risk to operational satellites on-orbit and automation, also because of the likely increases in also to populations and properties on-ground. Today AFSPC staff workloads stemming from the available space surveillance data allow a better continuing growth of the orbital population. implementation of mitigation activities which are 87 now part of operational services. The overall frame ESA Clean Space Initiative of these CNES activities is given by a strategic plan Innocenti, L defining the long term views and the corresponding ESA activities to be carried out during the next years. This plan, established in close cooperation with French The sustainable use of space is a necessity and duty Defence organizations includes, among others, two for Europe since a safe and secure space operational space traffic control activities which are environment is a requirement for all current and described in this paper: prevention of on-orbit future space activities. ESA, with its Clean Space collisions and atmospheric re-entries predictions. initiative, will devote increasing attention to the environmental impact of its activities, including its In the first part the paper presents the operational own operations as well as operations performed by service, now open to external customers, allowing European industry in the frame of ESA programmes, detecting dangerous close approaches between all through the implementation of technologic catalogued objects and the satellites controlled by roadmaps with clear goals. CNES or by other operators. Input data come from US and French space surveillance systems and The Clean Space initiative organizes the additional tracking measures may be requested to implementation around four distinct branches: confirm the risk when necessary. This can lead to 1. Eco-design: the development of tools and systems recommend to the control centre an avoidance to evaluate the environmental impact and legislation manoeuvre if the risk level is estimated too high. An compliance of programs. assessment of alerts, tracking requests and avoidance manoeuvres in 2012 will be given. 2. Green technologies: the development of new technologies to mitigate the environmental impacts The second part describes the operational procedure of space activities. implemented to monitor satellites and rocket bodies in low Earth orbit and to highlight objects considered 3. Space debris mitigation: the study and as risky, likely to re-enter in the next weeks. When development of the technologies which are required such an object is detected a specific monitoring is for managing the end-of-life of space assets in view triggered using accurate flight dynamics software, of minimizing their impact to the space tracking measurements and external support in environment. particular cases. Various reports, sent to CNES and Defence authorities are regularly issued during the 4. Technologies for space debris remediation: the descent: they contain in particular the predicted on- study and development of the technologies for ground footprint, the associated uncertainties and active debris removal or active disposal of space the risk level. vehicles close to the end of its operational life.

Finally, in the near future, an important The current space debris environment poses a safety development of these activities should be observed. significant hazard to operational spacecraft as well This evolution will be mainly driven by the evolution as a hazard to public safety and property in cases of of the space surveillance facilities at national and uncontrolled re-entry events. In line with all recent European level, and by the cooperation with the US studies, this requires a prompt more consequent partner. implementation of debris mitigation and remediation as an additional measure. *************** The implementation of debris mitigation regulations requires a portfolio of technologies to be available in order to limit the impact of the mission. Clean Space aims at maturing these technologies up to TRL 6 so that future European missions could implement them readily. 88

In particular, concerning Debris Mitigation, Clean The Brazilian space activities benefit from almost Space will address: forty years of experience, enlarged by the contribution of other countries. Also, the adoption - Passive de-orbiting systems for uncontrolled re- of some international standards allowed the vehicles entry of small LEO satellites developers and the launch centers to settle their - Active de-orbiting and re-orbiting systems engineering and safety background to perform space - Design for Demise launches. - Power and Propulsive Passivation That experience is mainly related to suborbital - Propellant gauging devices flights and solid propulsion systems. Regarding - Debris risk modelling and measurements satellite launches and liquid propulsion, the Alcantara Launch Center (CLA) is a new player. So, The capturing and controlled atmospheric re-entry the perspective of having to operate with Cyclone-4, of an uncooperative target orbiting in the LEO and to assure the safety inside and outside CLA's protected region has never been performed world- boundaries is a major challenge. The lessons learned wide and requires the mastering of several key from the previous systems, and from the VLS technologies. accident in 2003, led the Brazilian authorities to develop a new set of regulatory standards. So, the The main objective Clean Space is to start the legal basis is established, but the proper usage and development and demonstration of these the further tailoring should only come with the real technologies. These technology developments shall application. be streamlined with a system oriented. This will From the environmental perspective, Brazil has a place European industry at the forefront in the strong and recognized system of legal basis and worldwide active removal efforts, providing a enforcement organizations to control undesirable competitive advantage. impacts. The binational company Alcantara Cyclone Space (ACS) is entitled to develop, to construct and In particular, concerning Debris Remediation, Clean to operate the new Cyclone-4 site, located inside Space will address: CLA's domains. To achieve that goal, it should obtain all the licenses from the governmental environment o System activities authority, IBAMA, and from the space authority, the o GNC sensing suite and advanced GNC techniques Brazilian Space Agency (AEB). That requires a unique o Capture mechanisms (i.e.net, tentacles, harpoons) approach to assure safety pursuant to the CLA o Validation and Verification framework jurisdiction and under AEB monitoring. o Debris attitude motion measurements and From the point of view of risk analysis, the modelling environmental concerns could be seen as a subset of o Investigation of de-tumbling solutions the safety main scope. An internal study in ACS is o Ion Beam Shepherd (IBS) trying to conciliate IBAMA and AEB’s requirements. That common approach could help in guaranteeing *************** consistency and optimization of risk analysis, mitigation and monitoring efforts. Cyclone-4 in Alcântara: Building Safety with This paper describes the foundation of that common environmental Responsibility approach, the planned methodology and tools to Moura, Carlos; Franca, S.; Portela, J. merge risk analysis, and the envisaged means Alcantara Cyclone Space (ACS) planned to accomplish the risk mitigation alongside the complex center commissioning and operational New players are setting foot in the space domain, phase. and they should adopt or develop adequate means to avoid increasing risks and to not jeopardize the *************** already complex and delicate field of space safety. Any disregard can yield catastrophic implications to nascent programs. 89

Large-eddy Simulation of a Booster Jet: Towards a it possible to conclude on the potential hazard for better Prediction of the Impact of Rockets on the the population living in the vicinity of launch pads. Atmosphere Poubeau, A1; Champesting, E2; Dauptain, A1; Wang, The different chemical processes taking place in the G1; Paoli, R1; Cariolle, D1 plume have been identified in several numerical 1CERFACS; 2CNES simulations, solving the Reynolds-Averaged Navier- Stokes equations (RANS), and measurements in the Due to the increasing awareness of environmental plume. They proved that some species ejected by issues over the last decades, and in application of the booster, like chlorine, are activated during French Space opération act of 3rd June 2008, the afterburning and then react with the ozone in CNES, the french Space Agency, is responsible for catalytic cycles. These destructive reactions occur in the verification of the the environmental impact the mixing layer between the jet and the ambient studies of launch vehicle in flight phase, provided by air. However, RANS methods are known to be the launch operator. These studies are designed to unable to predict accurately the mixing layers in avoid, reduce or offset the harmful effects on the free-shear flows. In this context, this study presents environment. a large-eddy simulation (LES) of the jet coming from one booster of Ariane 5. This method explicitly The emission mechanism is very specific to the resolves the largest length scales of the turbulence launchers such as ARIANE 5 and VEGA and hardly rather than modelling them, offering a better any other anthropogenic processes can be found prediction of the mixing layer and therefore of the with a similar effect. The purpose of this study is to impact of the solid-fuel rockets on the ozone. The quantify the atmospheric impact of the plumes by simulation domain covers the whole jet at an simulating the exhaust jet using computational altitude of 20 km, from the nozzle inlet up to 1.2 km methods. The first results, presented here, use an downstream. The mesh consists of 80 million cells, equivalent gas to simulate the dynamic behaviour of allowing high resolution in and around the jet core an ARIANE 5 booster jet. Future work will take into (60 cells per jet diameter). The solver used is AVBP, a account the composition of the exhaust gas and massively parallel LES solver for unstructured therefore the chemical interactions of the plume meshes. Finally, a domain decomposition technique, with the high atmosphere for the first hours after based on coupling two instances of the same solver, the launch. Finally, all methods and computations is employed to accelerate the simulation on parallel applied to this case can be easily implemented to architecture. At this stage, a gas thermodynamically simulate the exhaust plume of the two boosters of equivalent to the actual hot gases is used to describe ARIANE 5 or those of VEGA. the exhaust jet dynamics, the mixing with the air and to validate the approach. The results show the highly Solid-fuel rockets, like ARIANE 5 or VEGA, eject high unsteady nature of the jet. Complex turbulent quantities of gas and particles as they cross the structures develop downstream of the nozzle, atmosphere. These pollutant emissions are known significantly altering the mixing layer, where most for destroying atmospheric ozone. The atmospheric chemical reactions take place. impact appears negligible from a global point of view given the very large time scales and the limited *************** number of launches. However, previous simulations and direct measurements showed that the Safety and Environment - Masterplan 2020 of DLR's concentration of ozone severely decreases in the Rocket Test Center Lampoldshausen rocket plume from the first minutes to the first hours Dommers, Michael; Haberzettl, Andreas after a launch. As the ozone layer is the only DLR protection against UV radiation, extremely harmful for humans, it is important to accurately predict the The German Aerospace Center DLR is the German quantity of ozone destroyed and the time scales of research institute with approximately 7000 the processes responsible for the destruction and employees in 16 domestic locations. Among the recovery of the ozone. This information would make research priorities of the German Aerospace Center

DLR includes aerospace, energy and transport. DLR is Ordinance. Because of the complex framework institutionally supported by federal and state effort which guarantees safety and security, governments. Next funding sources arise in the Lampoldshausen has invested in people and context of third-party funds business (contract processes in order to respect the restrictions of all research and public contracts and subsidiaries). Main relevant laws and ordinances as well as to guarantee activities of the test center Lampoldshausen are the protection of people and the environment. testing of ARIANE's main and upper stage engines in the frame of ESA contracts. Therefor a very special Master plan has been developed, with the goal to rearrange the complete In the last years the test center of the DLR in testing area in order to be able to divide the area in Lampoldshausen has grown strongly, so that the certain sectors (testing range, technology and number of employees is actually of about 230. The bureau) so that future testing enterprises will not testing department is mainly responsible for rocket affect almost free testing activities inside the site as combustion testing according to customer it is in the present status. requirements. Two kinds of test facilities are operated, sea level The paper provides comprehensive information test benches and the altitude simulation test related to the planned innovations including detailed facilities. background facts related to the foreseen safety and In addition to the DLR's growth also the activities of security standard applications. the industrial partner ASTRIUM has been elevated so that actually nearly 600 employees are present on *************** site Lampoldshausen. Sea Areas Protected for Environment:A Constraint The management of the site in relation to safety and taking into Account in the French Space Operations security requires special measures with special Act respect to the presence of more people inside the Louvel, S.1; Talbot, C.2; Bruniquel, J.2 testing area in order to guarantee trouble-free and 1CNES; 2ACRI-ST safe experimental operation onsite the DLR's test plants.In order to meet with the future needs of Space activities lead to bring back some fragments continuing growth, the security and safety on Earth : launch stages, fairings, launcher interface requirements have to be adopted. structures or pieces of space objects after a destructive re-entry. If we cannot be acting on a This report gives comprehensive outlook information large part of space objects, we have to take care of about future possible scenarios of our coming tasks. each fall back zone for the elements designed to be separated during the nominal launch phase and for Main driving force for future requests is the spacecraft in law orbit able to perform a controlled evolution of the rocket ARIANE. The testing of the atmospheric re-entry. new upper stage test facility for ARIANE 5 midlife evolution has been started. A new test position P5.2 In the frame of the French Space Operations Act is foreseen to perform the qualification of the new (FSOA), each authorization concerning space upper stage with the VINCI engine. This project will operations may include specific requirements set be very complex, in parallel running operation forth for the "safety of persons and property, processes will require special procedures related to protection of public health and environment", in the overall safety of the test center. particular to ensure the respect by France of its international commitments. CNES is responsible for The site of Lampoldshausen with its test and supply the overall monitoring of the FSOA technical facilities is subject to the restrictions of the German requirements and then have to verify the law BundesImissionsSchutzGesetz (derived from the environmental compliance with the launch activities. European SEVESO-II directive) and its relevant If it seems obvious to avoid inhabited territories for ordinances, especially the Hazardous Incident these fall back areas, it is less obvious that protected 91 seas are also forbidden. Indeed, FSOA requires to provided by the launch operator (Technical ensure no protected sea areas could be under the Regulation) with the LOS requirements launch trajectories or under the controlled re-entry footprints, in order to avoid fall back zones in these In this note, studies and research programs are protected areas. presented. They allow a better knowledge of the surrounding environment and of the impacts caused Mainly adapted to the launches from the Europe's by the industrial activities done in Guiana Space Spaceport situated in the northeast of South Center. America, the study performed by CNES drew up a report of the sea areas protected for environment Preparing and performing the necessary tests and purpose, all along the trajectories of Ariane, Soyouz launches have an impact on the environment. In and Vega. International treaties, National order to monitor these impacts, many actions are commitments and regional conventions have been implemented by the agents of CSG Environment and analysed in order to create the first data base in this Ground Safety Department. The studies are part of field. the "measurement campaigns". The following parameters are monitored: air and water quality, This article will review the main sea areas protected evolution of birds, fishes and aquatic invertebrates for environment purpose, in order to show the populations. These actions are extended to vibration compliance with the classical launch activities from measurements which are registered during launches Kourou and to inform the safety community about and also to the impacts of the launchers stages potential critical zones. fallout in the sea. In addition, liquid and gaseous wastes are monitored for the industrial activities *************** that are done. The dangerous wastes production is monitored as well. Environmental Studies at the Guiana Space Centre Richard, Sandrine The studies performed so far and the ones to be CNES/CSG done in the future are presented. They should take into account the evolution of the CSG installations The Environmental Commitment of the French Space and the best available techniques at affordable Agency at the Guiana Space Centre (CNES / CSG) costs. The aim is to reduce the environmental specifies that the environmental protection is a footprint of the industrial activities performed at major stake. Consequently, CNES participates in CSG. numerous space programs that contribute significantly to a better knowledge, management It is therefore necessary to inform all the and protection of our environment at a global scale. "stakeholders" that want to have a better knowledge of the possible impacts of our activities on the The studies and researches that are done at CNES / environment. The main themes of communication CSG meet several objectives: concern: o the effects of the launches on the environment - an Assessment of safety and environmental effects o the identification of the specificities of CSG and risk related to the effects overflowing due to a environment compared to the ones of the rest of pollution caused by ground and flight activities French Guiana. - Improvement of the studies related to the o the impacts of the other industrial activities done knowledge of the environment (flora and fauna at CSG. monitoring). - Risk assessment and management which may The main targets are the following ones: affect the safety of the persons, the property, and o the SPPPI (Permanent Secretariat for Prevention of the protection of public health and the environment Industrial Pollution), chaired by the prefect - Verification of the compliance of the results of the o the concerned public, impact studies of launch vehicle in flight phase 92 o the scientific community POPSCAN : a CNES Geo-Information Study for re- o space agencies entry Risk Assessment Fuentes, N.1; Tholey, N.2; Battiston, S.2; Montabord, *************** M.2; Studer, M.2 1CNES; 2SERTIT Brake up Models and Simulations of an Asteroid Hit to Earth To fulfil its mission of control within the framework Ortega, G; Trujillo, M; Fletcher, E; Ghidini, T of the FSOA, French Space Operations Act (referred ESA to as the Loi sur les Opérations Spatiales or LOS in French), including in particular the monitoring of This paper focuses on a detailed mathematical safety requirements for people and property, CNES model that is able to calculate the break up and has developed and has been using since three years fragmentation process of an asteroid hit to Earth. now the model and tool ELECTRA©. ELECTRA© is The paper also details the casualty and fatality rates especially designed to estimate human risk during after the impact. The mathematical model of the launch and controlled or uncontrolled re-entry. break up and fragmentation process has been Combined to ELECTRA©, ORESTE© is the map-based programmed in a software tool and the geographic display interface which integrates the corresponding casualty and fatality curves have been population distribution probability and all useful computed. The complete model takes into account geographic information. the impact of the asteroid and the subsequent destruction of life and properties after the impact. One major contributor in probabilistic assessment of The model divides the destruction process in human risk is the population density on areas where consecutive segments starting from the instant of some re-entry fragments may fall. In addition, the impact and allows to forecast the levels of qualitative risk assessment has to consider critical casualties and fatalities until reaching extensive activity places such as urban areas, airports, nuclear damage and even massive extinction. This sites, oil platforms. Therefore CNES is conducting mathematical model has been validated with geographic and demographic data analysis under the previous recorded catastrophes and represents a study POPSCAN, with the help of SERTIT, the Image step ahead in the protection of civilians and their Processing and Remote sensing service of the habitats dividing the population into sheltered and University of Strasbourg. This valorisation service is un-sheltered. The model uses the most accurate specialized in geographic information production world population data base, the latest model of the and analysis derived from Earth Observation data. Its Earth atmosphere, and high accuracy re-entry Rapid Mapping Service delivers crisis geo- trajectories for the threatening asteroid. The paper information and maps within the International details a parametric study based on the size and Charter "Space and Major Disasters", which help composition of the asteroid, the flight path velocity, rescue operations and emergency management. and the flight path angle. All this data is combined as to produce results that can be use as input for This article gives an overview of the set of civilian protection programs. geographic and demographic data examined for CNES control offices, outlining the advantages and *************** limits of each one : coverage, precision, update frequency, availability, distribution, ...

It focuses on the two major global population databases available : GPW-GRUMP from CIESIN of COLUMBIA University and LANDSCAN from ORNL. The work engaged on POPSCAN integrates digital analysis about these two world population grids and also other databases such as GLOBAL-INSIGHT,

VMAP0, ESRI, DMSP-ISA, GLOBCOVER for urban systems and more affordable programs. High levels areas and human sensitive activities... of R&M for a system are critical for achieving NASA goals for safety, mission success, and total life cycle *************** cost. Inadequate reliability or failure of critical safety Risk Analysis on Human Health and Environment items may directly jeopardize the safety of the induced by Spacecraft Elements Suviving an user(s) and result in a loss of life. Inadequate Atmospheric Re- Entry reliability of equipment may directly jeopardize Combes, Hélène; Laurent, Elisabeth; Durin, Christian; mission success. New systems designed to be more Cazaux, Christian reliable (fewer failures) and more maintainable Centre National d'Etudes Spatiales (fewer resources needed) with no exorbitant increase in the cost of the system or spares, can In the frame of the French Space Act CNES's lower the total life cycle cost. objective is to ensure that the technical risks This paper discusses the role of R&M in the associated with space activities are properly acquisition phase and the potential impact of R&M mitigated. CNES provides technical expertise to on safety, mission success, availability, and French government and will check compliance with affordability. Specifically, the paper discusses what it technical regulation before authorisation by the means to "Design for R&M" and the integration of ministry in charge of space activities. CNES is R&M in the design process with focus on the developing and proposing the technical methods to acquisition phase. Discussed also, the elements that be recommended to cope with the law are needed to build a reliability case and a requirements. maintainability case that qualified a system to be R&M ready. Finally, the paper discusses R&M lesson A work was performed to establish a method to learned from the Space Shuttle and the Constellation evaluate the impact of atmospheric re-entry of programs and their impact on safety and orbital systems (satellites) on human health and affordability environment. This re-entry can have different causes: it is linked to a launch or satellite failure, or it *************** is a normal end-of-life. Based on the simulation of satellite parts, which are supposed to survive to an The Cost of Future Collisions in LEO atmospheric re-entry, the method aims at estimating Levin, E.M.1; Carroll, J.A.2 materials likely to induce human health or 1STAR, Inc.; 2Tether Applications, Inc. environmental impacts. At the 5th IAASS, the danger estimation method was presented, based on a As debris mitigation practices improve, catastrophic toxicity "ratio" calculated. Then, the level of risk has collisions involving large debris objects are poised to to be analyzed. The exposition was evaluated taking become the dominant source of debris pollution in into account the different environmental low Earth orbits. These collisions will produce compartments. In the paper, the hypotheses and the hundreds of thousands of debris fragments in the method used for risk evaluation will be developed. centimeter range ("shrapnel") that are hard to track, but could be lethal to operational spacecraft. *************** Reliability and Maintainability (R&M) Role in There are non-trivial costs associated with Designing for Safety and Affordability catastrophic collisions and their consequences, some Fayssal, Safie; Richard, Stutts of them not immediately obvious. Our primary goal NASA was to find a way to calculate the average statistically expected loss of assets after a United States National Aeronautics and Space catastrophic collision in a transparent and compact Administration (NASA) is in the midst of an effort to manner. We want it to be suitable for direct replace the Space Shuttle system and re-establish a parametric analysis by decision makers, the space manned presence on the lunar surface through safer 94 insurance industry, and the scientific community Passivation Techniques for future Spacecrafts to alike. comply with French Space Operations Act Bonnet, François; Cazaux, Christian; Dejoie, Joël; We used the two most relevant empirical data Gibek, Isabelle; Pelletier, Nicolas; Rapp, Etienne points, the Fengyun-1C and Cosmos-Iridium events, CNES to develop a high-level phenomenological model of production, distribution, and accumulation of small International standards require to avoid any but lethal fragments in catastrophic collisions. The accidental break-ups of the spacecraft in order to model is statistical and operates with virtual fluxes prevent generation of space debris. Consequently, of debris fragments. It allows analytical evaluation of during disposal phase, a spacecraft shall the statistically expected damage to operational "permanently deplete or make safe all remaining on- satellites from future collisions in LEO. board sources of stored energy".

Using this model, we have found that most loss of These operations are called passivation of the value occurs not in catastrophic collisions, but spacecraft. typically within a decade later, when a piece of untracked shrapnel produced in such a collision hits The French Space Law includes these requirements a high value asset. It could be a "hidden" loss, in the Technical Regulation as follows for orbital because it may be hard to determine the true reason vehicles : for the asset failure. The systems must be designed, produced and The production of shrapnel and its long-term impact implemented so that, following the disposal phase: on the LEO environment are usually underestimated. The existing focus is biased toward trackable - all the on-board energy reserves are permanently fragments over 10 cm. The average expected rate of depleted or placed in such a condition that production of lethal but untracked fragments will they entail no risk of generating debris, continue to grow with new launches, and will remain - all the means for producing energy on-board are substantial until wholesale removal is achieved. The permanently deactivated. fragment yield of an average catastrophic collision is likely to exceed the yield of the Fengyun-1C and In order to comply with these requirements for Cosmos-Iridium events combined. Removal of a few future satellites, CNES has started technical activities large debris objects per year would not reduce the to consolidate the corresponding design. rate and fragment yield of catastrophic collisions in LEO enough to prevent accumulation of shrapnel at In the paper, the French technical requirements will altitudes above 800 km, where it will persist for a be detailed , the ways to comply will be explained very long time. for power systems and propulsion systems and examples of technical design will be given. Our model clearly shows how different debris removal campaigns would affect average statistically *************** expected production of shrapnel in LEO and why wholesale removal of large debris is necessary for Legal and Regulatory Challenges of Active Debris restoring the LEO environment. Removal and On-Orbit Satellite Servicing Activities Nyampong, Y.O.M. It is for the first time that a model of this kind is McGill University developed and a price tag is put on the consequences of future catastrophic collisions in It is generally agreed that, in order to achieve long- LEO. term sustainability in the exploration and use of outer space, active debris removal and on-orbit *************** satellite servicing (ADR/OOS) activities must be pursued in addition to current and future debris 95 mitigation efforts. The conduct of such activities, stakes have changed. Good practices then french however, raises a number of legal and regulatory Space Operations Law have been introduced. All the challenges both at the international and domestic satellites had to be operated out of their levels. In fulfillment of the international obligation qualification domain and despite the fact that they on States to authorize and continually supervise were reaching their retirement, all risks had to be space activities carried out by their citizens and analysed precisely. On top of this, the four satellites subjects (whether governmental or non- had specificities (failed equipments, misalignments, governmental), many space-faring nations have ...) that constrained the achievable strategies. enacted legislation and regulations that prescribe Eventually, lessons were learnt from one satellite to licensing requirements for space activities. Due to the next, modifying the solutions that could be the increasingly widening variety of space adopted. This article aims at describing the stakes, applications and the different requirements for their the solutions and end of life strategies decided governance, national legislative and regulatory before, and the actual operations as they occurred. regimes have typically addressed specific space applications such as telecommunications, remote *************** sensing and scientific exploratory missions in a piecemeal, sectoral fashion. The absence in many The legal Challenge of on-Orbit Servicing space-faring nations of comprehensive statutory and Operations: Space law as space safety contributor regulatory regimes under which new and emerging Puteaux, Maxime1; Gick, Marc2 space applications may be subsumed creates 1Institut Droit de l'Espace et des difficulties and challenges that tend, among other Télécommunications; 2MDA things, to discourage private sector involvement in the conduct of such activities. This paper identifies, This paper address responsibility issues and contract discusses and proposes solutions to a number of liability for on-orbit service operations among such difficulties and challenges that may likely arise launching states and private companies. Facing both at the national level in the context of active debris growing interest for active debris removal, refuel removal and on-orbit satellite servicing activities. servicing / tuging services, current space law on an The paper focuses on challenges envisaged in the: international and domestic level may be incomplete licensing and continued supervision of ADR/OOS by not fully addressing those new space activities. missions; ownership, jurisdiction and control over With technical capabilities enabling these operations space objects, particularly those that have been soon, space law practitioners shall envision its identified as targets for ADR/OOS missions and the evolution to promote sustainability of space impact of national export control restrictions; and, operations. responsibility and liability. From launch to on-orbit operational service, space *************** activities are hazardous by itself, with a balanced answer, international space law address the free use Telecom 2 End of Life Operations - Moving Stakes, of outer space with a liability regime for launching Solutions and Reality states for all their national space activities including Varinois, Arnaud those of the private sector. This liability being CNES divided in a comprehensive approach where the most dangerous phase is covered by an absolute Since 70's, CNES has operated four families of liability for any damages occurring on Earth and a geostationary telecommunication satellites fault regime for on orbit damages. Nowadays, the (Symphonie, Telecom 1, TDF and Telecom 2). continuous growth of space services and launch Telecom 2D was the final satellite of the latest family rates as major economic assets reinforce the and it has been reorbited in november 2012. The rationale of such regime as way to promote four TC2 satellites have finished their service on a 8 hazardous but profitable activities years period (TC2B in 2004, TC2A in 2005, TC2C in However, the body of international space treaties 2009 and TC2D in 2012) during which regulation and deals with space activitie as they were designed by

96 rocketry pionneers but it did not envision the safety sharing agreements avoiding painful mechanism of issues we are now facing such as space debris' threat recursory action. or space objects rendez vous, removal and maneuver of multiple spacecrafts in close As we drew a parallel between on-orbit servicing environments. These activities challenge the current mission risk level and launches, the launch contract space law through liability and responsibility, the cross waiver mechanism among contractors is an definition of damage by a space object, ownership interesting way to manage risk sharing since none of and registration, determination of damage's origin the contractor is unable to carry alone the risk of and environmental contamination. Whereas we such activities. Moreover, a self pratice mechanism acknowledge the efficiency of this body of law, it is a such as due diligence among contractors could be fact that investors may be ready to invest soon in translated beyond launching phase. In conclusion, in that kind of projects but need a safe legal case of multiple rendez vous, refuel operations for framework. In a context where it is merely complex known as "spaceports"this paper will impossible to agree on an international level, non consider the port authority model as a way to set up binding space debris mitigations are likely the the traffic regulations and safety requirements to carry most appropriate first step to design specific in-orbit operations services in a safe and sustainable regulations for on-orbit servicing mission. way. Past and current experiences such as MIR space station de-orbitation and the International Space *************** Station docking / berthing regulations and Orbital Express' mission of robotic rendez vous of satellites Space Debris : Threat in Space raised questions in space lawyers' mind since they Arora, Nishant1; Sharma, Raghav2 were operated by government space agencies only. 1ISTK; 2NIT-JALANDHAR Nevertheless, by enabling a wide degree of maneuver in orbit those activities are as hazardous Space debris has become a growing concern in as space debris with and rise many issues of traffic recent years, since collisions at orbital velocities can and collision awareness. Such risks are also carried be highly damaging to functioning satellites and can by launching states through their responsibility and also result into more space debris. liability making the case for new government license Mathematics involved:. regulations as domestic space acts were adopted to license space activities including on the edge As most of the artificial spacecrafts and human activities (suborbital, reentry). In many space faring inhibitions have taken place in the Low Earth Orbit nations regulations, space licenses are delivered in (LEO). It has been found that a debris of size() 10 cm exchange of insurance possession. Indeed, in case of will have the mass of 1kg. So taking this mass as a damages resulting of space activities, launching referral mass we have calculated and formed the list states provides a warranty threshold where they of the impact force the debris will do. would indemnify a third party if the damage exceed If 10 cm of debris has mass = 1 kg, so 1 cm of debris the insurance owned by the licensee. Regardless, will have the mass = 0.1 kg. Momentum (p) equation most of the launching states post launch warranties is given as = mass * velocity.. do only cover damages caused by space objects to Average speed at low earth orbit = 7350m/s.. an aicraft or to the Earth surface. Since, on-orbit Impulse force = Rate of change of momentum = operations's risk could be considered as hazardous dp/dt. as launching phase, the launching state- licensee risk A. UNDERSTANDING THE EARTH'S EQUIPOTENTIAL sharing shall be updated. Despite the obstacle that SURFACE The possible outcomes are:. export control regulations may represent for on- 1.The space debris can never attack from behind , orbit servicing operations, private on-orbit servicing within the same orbit where spacecraft is moving. If mission may may include operators from different there happen something then this means the debris states. In consequence, the risk sharing among is detached either from an accelerating body.. launching states shall lead to the adoption of risk 2.The attack from the front is can be avoided by installing the radar tracking device on the space

97 craft.. We know that the space debris can be any tiny 3.Similarly the attack from above can be possible particle in the space. Instead of decomposing them, only when a debris has lost its orbit but that happens we can use those particles for the purpose of energy very rare and the attack from below can be possible production by using the fuel cells. For this the one only by the detachment from the accelerating body condition is that the particle material should be which can be easily detectable by the ground staff capable of forming the ionize liquid or solution monitoring the trajectory of the rocket.. which can be successfully use in the fuel cell for 4.Now the main problem arises from the side-way energy production. This is useful only for the big attack of the debris. These side-way attack can projects where in smallest amount of energy has monitored either by the radars installed in the also the great demand or value. ground or by the methods proposed.. THE USE OF NANOTUBES MESH TECHNIQUE USING USE OF SMALL ROCKETS FOR TAKING OUT THE JUNK LASER . FROM THE ORBIT . In this technique we will use the nano tubes. We will create a mesh that will act as a touch panel of the Since the attack of the debris of size,Debris Size<10 touch screen cell phone. When any small or tiny cm can be put for novel use but what happens if a particle will come on this mesh and touch it then the large junk attacks. Well large pieces of junk can mesh will act as a touch panel and so that the easily be tracked. So their trajectory can easily be corresponding processor or sensor will come to fore casted. By knowing their future location, we can know the co-ordinates of it then further by using send small rockets which be carrying a robotic Destructive laser beam we can destroy that particle. arm/clamps/spreadsheet (depending upon the type For this type of mesh we are going to use the bunch of debris). These small rockets will collect the junk of the Nano tubes(as per need) for creating the and will fly back to earth i.e. re-entry into the earth single thread of the Nano mesh. In this we planned following their original trajectory where they can be to implement the technique of the RESISTIVE TOUCH easily dumped or can be recycled. PANEL. The working of this panel is just similar to the working of the resistive touch panel that presently RECYCLING OF SPACE DEBRIS. we are working in the Touch Screen Cell phones.. Whenever the particles dashed the panels the place The general idea of making space structures by where the particle dashed, the resistance reduces recycling space debris is to capture the aluminum of from infinity to some value. And current will flow the upper stages, melt it, and form it into new from the point of touch between the two meshes. aluminum structures, perhaps by coating the inside This is how the processor will get its coordinates and of inflatable balloons, to make very large structures further action will be taken.. of thin aluminum shells..

THE USE OF NANOTUBE MESH TECHNIQUE USING Space debris has become the topic of great concern NANOBOT. in recent years. Space debris creation can't be In this method also we will use a nano mesh which is stopped completely, but it can be minimized by made up of the nano tubes and the corresponding adopting some measures. We have already polluted arrangement will be done so that the mesh will act our own planet earth; we should now ensure that as a touch panel same as that of the touch screen the space is kept least polluted for our own safe phones. When tiny particles will dash on the nano exploration of the outer space and also for the safety mesh then the Nano Bots which will be at the of aliens. specific co-ordinates, collect the particles and store them into the garbage storage. ***************

FURTHER THE SPACE DEBRIS CAN BE USE FOR THE OTHER PUROPOSES TOO.

Ensuring Safety against G Forces,Cosmic elblow joints, shoulders to keep them under Radiation,Zero G Health Problems and Emergency pressure is mooted. The idea is to generate artificial Mohan, K; Mohan, K gravity like exertion on these. A rotating room to EVENT AND BROADCAST ORGANISER, create an artificial gravity and an exercise gym to ASTRONOMYLIVE.COM, FOUNDER PRESIDENT SPACE work out are proposed to be provided the space TOURISM SOCIETY INDIAN CHAPTER, SCI FI WRITER hotels, space colonies. This will be elaborated in the full paper to be submitted with suitable diagrams. Commercial space flights can either be to low orbital The rotating- hollow-in the middle sphere cups to fit space colonies or flights to moon, mars etc., There is on the bodies of the commercial crew and the immediate viability of commercial space flights to rotating rooms are the proposed novelties in this low orbital space colonies, space hotels. We need to paper to be explained with diagrams in the full plan what we do to protect the commercial crew paper. from the problems encountered during the space flight. With that in view we go on to identify the Psychological counseling may be offered to the crew problems. who develop space phobia

(a)The increased g forces acting on the crew when Emergency provisions will be made to get out of the leaving the earth's gravity and plunging into space structures when something goes wrong. I outerspace suggest an unique space survival kit in which inflatable domes are kept as spares and launched (b)The cosmic radiation coming from outerspace as into space by an ejection mechanism which will we move out of the magnetic field of the earth propel the occupying inmates sitting on it to a zone offering protection against them of safety from the structures if they are in trouble and become unlivable for the time being. These (c)The health problems like bone loss due to zero domes are made of toughest materials with cosmic gravity weightlessness in space ray shields, water and food making arrangements, secure down-link communication facilities and are (d)Psychological problems of developing space- termed space survival kits kept in all the sections of phobia the space hotels and space colonies. The residents may live temporarily till everything is set right in the Specialists are a must aboard any space craft ferrying space structures they are staying the commercial crew to take care of the problems by instructing the crew what to do when they This ejectable inflatable domes independent of the encounter g-forces. Commercial crew need also be space hotels and space colonies in times of given a week's training in centrifuge and simulators emergency as temporary shelters and the space to experience the zero g environment in space. A survival kits are also novelties proposed in this note on the measures to tackle g forces will be there paper. Will be elaborated in the full paper with on the full paper. diagrams

Space suits offer best protection against the cosmic *************** radiation. They may be made of new light material offering more mobility and additional safety being light weight and strongest and toughest at the same time.

On short duration space travels there is no problem of bone loss due to demineralisation of calcium but some protective arrangement is necessary for this during long time space travel and stay. A rotating hollow sphere cup fitting over the knee joints, 99

Stranded in Space - Coping with a Loss of a Space Now the Americans and the Chinese have space Craft stations . I propose a series of space stations by Mohan, K; Mohan, K several countries making it possible to have space EVENT AND BROADCAST ORGANISER, crafts docked into them. Space colonies and space ASTRONOMYLIVE.COM, FOUNDER PRESIDENT SPACE hotels and other space outposts may serve as rescue TOURISM SOCIETY INDIAN CHAPTER, SCI FI WRITER points to ferry back the stranded in space. Are we not going to do something to crash land the Well I am a science fiction writer . It is quite usual for space craft when we begin to notice something me to think of ways of sending my heroes and the amiss? Well I don't think we have many immediate characters into space. Naturally I would like to see parking options to land and get out, set up a post them travel safely and come back safely. Still the there and wait for the rescue. This is possible to do space geeks are grappling with the type of space when they are in the vicinity of some landable planet crafts they have to use for long distance travels into or asteroid. In the lucky case of doing it too the space to reach moon, mars and so on. Space crafts inflatable dome can still be inflated and made into a themselves can offer some protection against the camping tent on terrain on the surface of the planet, cosmic radiation when suitably designed. Of course asteroid landed. The space craft may not be the space suit offers good protection by the suitable workable to come back meaning it is also lost after design and the specialized fabrics of the suit. landing you safely.

Leave all that. Just for a moment think what if the The complete loss of space craft scenario is the space craft the crew are traveling is likely to explode ultimate step one has to immediately take to survive and the crew have to abandon it. Still they have to in space. stay safe. Is that possible? I am proposing something expressly to cover this exigency: A space survival The idea of losing a space craft completely is not a inflatable dome. I am also suggesting the space likeable event but such possibility is very much crafts to have an ejection mechanism when the eject there. Remember a complete package of survival is button is activated and propelling them with the offered by this inflatable dome with water and food inflatable dome strapped to their backs. making facilities and secure down-link communication equipments. On ejection outside during emergency, this can be inflated by the escaping crew to float up. The fabric I urge the fellow scientists to think along these lines and material is designed to withstand the enormous and refine the ideas to a more workable one. No expansion due to gravity less outer space. The need to despair at the prospect of losing a space inflatable dome floats up as a temporary shelter till craft in space is the highlight of this paper. I intend some rescue mission has been launched and they to make more elaborations in the full paper with are got back. The inflatable dome is an inhabitable diagrams and formulas where needed. . quarters with water and food making arrangements with cosmic ray shields. How this is achieved will be dealt in the full paper. Of course there will be a secure down-link communication equipment to keep in touch with the rescuing people back on Earth.

Wait, do we have ready to go space crafts for rescue? Yea, at present we have none. But as we go from here to an era of constant space travel we need such space crafts ready to take off any time and reach the stranded in space crew. I am not using the word lost in space as I hope to bring them back by rescue space craft.

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Biographies ****************** Mr Fernand Alby

Dr Seraphin Chally Abou Responsible for space debris University of Minnesota and space surveillance Duluth activities [email protected] CNES [email protected]

Fernand ALBY is engineer from the Ecole Centrale de Paris. He joined the Flight Dynamics Division of CNES Seraphin Chally Abou received a B.Sc. and M.Sc. in (Centre National d’Etudes Spatiales) in 1982 and mechanical engineering from Polytechnic University participated to positioning and station keeping of Gdansk, (Poland). He received a Ph.D. from operations for several geostationary satellites. He Université Laval (Canada) in mechanical engineering, then took the responsibility of a department in in 1998. Dr. Abou joined University of Minnesota charge of technical support to the Hermes space Duluth in 2007. His research in the area of Modeling plane project in the field of atmospheric re-entry, in- and Simulation includes System Safety and Reliability orbit rendezvous and navigation. He then took the Engineering, Systems Health Monitoring, Risk overall responsibility for space debris and space Assessment and Predictive Science applied to Safety- surveillance activities at CNES. Fernand ALBY is Critical Systems, and heavy duty machines. member of the Steering Group of the IADC (Inter Agency Space Debris Coordination Committee) and is technical support to the French delegation to the ****************** UN-COPUOS Scientific and Technical Sub- Committee. He is technical advisor in the French Dr Jorge Aguilar Cisneros delegation to the ESA Program Board on SSA (Space Professor at UPAEP Situational Awareness). He is also author of (Universidad Popular numerous publications and Member of the Autónoma del Estado de International Academy of Astronautics. Puebla) UPAEP ****************** [email protected]

Mr David Bach Jorge R. Aguilar Cisneros received his PhD degree in Increment Engineer Software Engineering from UPAEP (Universidad NASA-Johnson Space Popular Autónoma del Estado de Puebla) at Puebla, Center/Barrios Technology, México, 2009. He is a professor in the UPAEP since LTD 2006. He is certified SrumMaster (ScrumMaster for david.a.bach@nasa.gov Agile Alliance ) since 2011 and he is a SEI-Certified PSP Developer since 2007 (PSP is the Personal

Software Process, SEI is the Software Engineering

Institute from Carnegie Mellon). His research interests include Software Process Improvement and Methodologies for Short-project Software David Bach is an Increment Engineer with Barrios Development. Dr. Aguilar is member of the IEEE and Technology, working for the ISS Program Office’s the International Council on Systems Engineering Increment Integration Team at NASA’s Johnson (INCOSE). Space Center. He has held this position since 2008, and worked on four Increments as an IE, including 101 the transition to 6-crew onboard the ISS. He was ****************** assigned to the 44P Decrew Analysis Team following the accident in August 2011. Ms Stephanie Barr Mr. Bach began his career as a Biomedical Engineer Senior Project Engineer in 2001, as a contractor for Wyle Laboratories. As a The Aerospace Corporation BME, he worked in the ISS Mission Control Center, [email protected] and led several Increments and Shuttle missions to the ISS as a BME. During his seven years as a BME, he was selected to lead several special projects including Toxicology, Ammonia Response, and Extravehicular Activities.

Mr. Bach graduated from Vanderbilt University in Stephanie Barr has been a Project Engineer/Senior 2001 with a Bachelor’s of Engineering, majoring in Project Engineer in the Houston Office of the Civil Biomedical Engineering. He lives in Houston with his and Commercial Division of the Aerospace wife and daughter. Corporation, since 2004. She has worked primarily in support of the S&MA on a number of safety related ****************** topics, primarily micrometeoroids/orbital debris (MMOD), tin whiskers, and reinforced-carbon- Dr Sayavur Bakhtiyarov carbon (RCC) repair, has supported the Engineering Chief Scientist at Space Division, but is now supporting EELV safety for NASA. Safety Division of U.S. Air From 1996 to 2004, Stephanie Barr acted as a safety Force Safety Center engineer/senior safety engineer for the GHG (Kirtland, NM, USA) Corporation in support of the JSC S&MA contract, United States Air Force first working in Shuttle Flight Operations and in EVA Safety Center Safety, including several years representing the EVA sayavur.bakhtiyarov@kirtla Office at the PSRP. Stephanie Barr earned a nd.af.mil Bachelors of Science degree in Engineering Physics from the University of Oklahoma in 1989 and has Dr. Sayavur I. Bakhtiyarov is a Chief Scientist at Space worked space and space safety ever since. Safety Division of U.S. Air Force Safety Center and an Associate Professor at New Mexico Institute of ****************** Mining and Technology (USA). Dr. Bakhtiyarov obtained PhD degree from the Russian Academy of Dr Immanuel Barshi Sciences in 1978, and in 1992 a DSC degree from the Research Psychologist in Azerbaijan National Academy of Sciences. Dr. the Human Systems Bakhtiyarov authored 350+ scientific publications in Integration Division refereed scholarly journals, books, international conferences and symposia proceedings, and 14 NASA Ames Research patents. From 2005 to 2010 he was a Program Center director of US DOE and NASA research projects. [email protected] Currently, Dr. Bakhtiyarov is a DOD Permanent Coordinator of Interagency Nuclear Safety Review Panel (INSRP). He was an INSRP DOD Coordinator for NASA’s Mars Science Lab (MSL) mission in 2011. Dr. Immanuel Barshi's current research addresses Bakhtiyarov is a lead organizer of ASME annual cognitive issues involved in the skilled performance symposia and forums, Editor in Chief of two and of astronauts and pilots, as well as mission Editorial Board Member of five International controllers and air traffic controllers, their ability to journals. manage challenging situations, and their 102 vulnerability to error. Among the topics investigated Mr Denis Bensoussan by his research group are spatial reasoning, decision Senior Underwriter - Space making, risk assessment, communication, and skill Risks acquisition and retention. The results of his work Hiscox have been implemented in checklist design, [email protected] operational procedures, and training programs in m space, aviation, medicine, and nuclear facilities. Dr. Barshi holds PhDs in Linguistics and in Cognitive Psychology. He has published books and papers in basic and applied psychology, linguistics, and aviation. He holds Airline Transport Pilot certificate Denis Bensoussan is a Senior Underwriter for space with A320, A330, B737, and CE500 Type Ratings; he risks at Hiscox Lloyd’s Syndicate, since 2006. As such, is also a certified flight instructor for airplanes and he is currently involved with the assessment and helicopters, with over 35 years of flight experience. insurance of major space programmes. Denis is also a primary contributor to European Commission FP7- ****************** funded REVUS Consortium which aims to reduce the vulnerability of space systems to space debris. Denis Mr Grégory Beaumet has more than 10 years experience in the aerospace Flight Dynamics Engineer industry having previously worked for Marsh CNES Aviation and Space Department and at international Gregory.Beaumet@cnes.fr Law firm Simmons & Simmons Aerospace practice. He has also obtained extensive experience in legal and risk management of aerospace-related programmes through various positions at ESA, the UN and the European Commission. Denis holds a degree in Law and two post-graduate degrees (LLM) in International Law from Paris XI University and in Graduated from Ecole Centrale (French national Air & Space Law from McGill University (Montreal, engineering school, Nantes) in 2005, Grégory Canada). Denis is the author of a Master Thesis Beaumet received Ph.D. degree from Supaéro published in 2003 by McGill Institute of Air and (French national engineering school in aeronautics Space Law on Satellite Navigation legal/liability and space, Toulouse) in 2008. He is now flight aspects, is a member of the European Centre for dynamics engineer at CNES and works for 5 years at Space Law and of the International Academy of the Orbit Computation Center (OCC) on operational Astronautics and regularly write articles and gives flight dynamics issues as LEOP, deorbitation, speeches on Space legal, risk management and reorbitation and conjunction risk assessment in insurance affairs. orbit. ******************

******************

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Mr Robin Biesbroek Prof Matthew Bolton Team Leader and system Assistant Professor of engineer in ESA’s Industrial Engineering Concurrent Design Facility University of Illinois at ESA Chicago [email protected] [email protected]

Robin is a team leader and system engineer in the Concurrent Design Facility (CDF) at ESA, and has participated in 50 in-house CDF assessment studies. Matthew L. Bolton is an Assistant Professor in the In this role, he also gives functional support to Department of Mechanical and Industrial projects for system engineering tasks and manages Engineering at the University of Illinois at Chicago. industrial activities related to system designs of He received the B.S. degree in computer science, the Active Debris Removal missions on request of Clean M.S. degree in systems engineering, and the Ph.D. Space. Prior to this task, Robin worked in ESOC’s degree in systems engineering from the University of Mission Analysis section giving mission analysis Virginia, Charlottesville, in 2003, 2006, and 2010, support to projects and performing trajectory respectively. He was a Senior Researcher at the optimization. He also worked on educational NASA Ames Research Center through the San Jose projects and young engineers satellites such as State University Research Foundation from 2010 to TEAMSAT. Robin holds a Master of Science degree in 2012. He has over 25 peer reviewed publications on Aerospace Engineering. a variety of subjects including spatial awareness, psychophysics, and human behavior modeling. His ****************** primary research interest is on the use of formal methods in the design and analysis of safety-critical, Mr Florian Bittner human–automation interactive systems. He is an Quality assurance officer in the Human Factors and Ergonomics engineer at Astrium Society’s Human Performance Modeling Technical Space Transportation Group and the Co-chair of the IEEE Systems Man and Bremen Cybernetics Human-Computer Interaction Technical Astrium Space Committee. Transportation Florian.Bittner@astrium. ****************** eads.net Dr François Bonnet Florian Bittner was born April 28th 1958. After Electrical and avionic studying mathematics in Frankfurt and Munich he architect started software engineering in a small Munich CNES company developing programs for the space [email protected] industry. After 20 years of software development he turned his attention to software product assurance and quality aspects at Astrium Bremen in 2005 since then being involved in several projects like ATV electronics, computers and payloads on the ISS and several small projects involving avionics systems. François Bonnet was born in Rodez, France, in 1981. ****************** He has passed the credentialing exam in electrical engineering at the Ecole Normale Superieure de 104

Cachan, France, in 2004. He received the M.S. Mr Francois Cahuzac degree in Institut National Polytechnique de Senior Expert for safety and Toulouse and the Ph.D. degree at the Laboratoire risk d’Électrotechnique et d’Électronique Industrielle, CNES Toulouse in 2008. His main research topic during the [email protected] Ph.D. concerns the electromechanical systems using a doubly fed induction machine and direct torque control. He worked for Airbus on power distribution network stability inside aircrafts in 2009. He joined CNES company in 2010 and worked as electrical and avionic architect for LEO satellites programs. Francois Cahuzac was graduated from a Parisian engineering school in 1981. He joined the Launcher ****************** Directorate of CNES in 1986, in the quality department. From 1989 to 2003 he was in the Mr Olivier Boudillet project team of Ariane5 Cryogenic stage. In 2003 he Deputy head of section On joined the launcher Research and Development Board SW for Spatial team in charge of system activities, and he became Applications its project manager from 2004 to 2007. In 2007, he ASTRIUM Space joined the vice directorate team of CNES Launcher Transportation Directorate to deal with the implementation of the olivier.boudillet@astrium. French Space Operation Act (FSOA). He participated eads.net to the elaboration of the regulation, and the implementation of the authorization regime working internally with the CNES team, and in collaboration with Arianespace and ESA teams in several working Olivier Boudillet holds a MPhil degree in Computer group dealing with the method to demonstrate the Science from the University of Westminster (London, consistence with the rules. UK) on Parallel Computing architectures and languages. ******************

He joined EADS - ASTRIUM Space Transportation (Les Ms Estelle Champesting Mureaux, France) in 2000 to manage the Modelization and calculation development of the Safety Critical “Monitoring and Specialist Engineer Safing Unit” Software for the Automated Transfer Centre National D'Etudes Vehicle, the first European cargo to dock Spatiales automatically to the International Space Station. [email protected]

Since then, he has been in charge of other safety critical embedded flight SW developments for various launchers and space vehicles, including the Education : Graduated of the National Physic School HOMER Lander demonstrator which flew of Strasburg with a specialization in Microelectronics successfully in October 2012. in 1997. Texas Instruments Inc at Villeneuve-Loubet as a Test and Product Engineer in Mobile phone field ****************** since 1997 to 2007. Participating in mixed-signal and RF IC design process for the test coverage at early step. Developping Test program for automated tester for characterization and production purposes. Yield following and test program optimization. CNES Guiana Space Center Ground Safety Department since 2008 up to now. Safety studies Engineer :

105 modelization and calculation hazardous phenomena Southern Hemisphere Summer Space Program 2011 for Spacecraft and launch activities. Development of hosted at the University of South Australia, Adelaide. new models and tools. Her areas of interest lie in the legal aspects of space sustainability, commercial human spaceflight and ****************** exploitation of planetary resources. Owing to her passion in space outreach activities and international Mr. Richard Chase space collaboration, she is also involved with the Product Assurance & Safety Space Generation Advisory Council as the Asia- Manager ATV-Control Centre Pacific Regional Coordinator and was awarded the Toulouse 2011 SGAC Young Leader Award at the Space ESA Generation Congress, Cape Town. While away from [email protected] work, Joyeeta loves reading, films, food and travelling to experience international cultures.

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Richard Chase has over 30 years of experience in system safety, starting his career in the Canadian Ms Hélène Combes nuclear industry analysing CANDU reactors and then Materials Engineer in the working on safety of offshore oil platforms in Quality Assurance Norway before moving to ESA. At ESA he was initially Department involved in safety analyses of the Hermes CNES spaceplane, and the ESA/Zvezda joint EVA suit. He [email protected] then managed the PA/S activities for the European Robotic Arm. Since 2001 he has been with the ATV Programme, first as PA/S manager for the development of the vehicle and then for the ATV-CC. During ATV operations, he is responsible for Hélène Combes was awarded a “Materials and operations safety, including interfaces with the Processes Engineer” diploma by the chemistry Russian and American ISS partners. engineering school ENSIACET (Ecole Nationale Supérieure des Ingénieurs en Arts Chimiques et ****************** Technologiques, Toulouse, France) in 2004. She is working at CNES since 2007 after a first working Ms Joyeeta Chatterjee experience for Etienne Lacroix company. She is a Arsenault Fellow, Institute of Materials Engineer in the "Technology, Materials and Air and Space Law, McGill Processes" Office, in the Quality Assurance University Department. She gives a technical support to Institute of Air and Space satellites projects for materials choices (polymers, Law, McGill University organics) and the preparation of qualification status. [email protected] She pilots research actions in her technical field, gill.ca participates to materials space standards evolutions, and deals with actions relative to the application of Joyeeta Chatterjee is a graduate student at the regulations on materials (French Space Act, REACh, Institute of Air and Space Law at McGill University, Itar…). She is in charge of contacts with ESA Canada. She is currently working on her thesis on the regarding materials lessons learned and materials legal aspects of active removal of debris and on-orbit specifications. satellite servicing. She earned her undergraduate law degree from India. Additionally, she is an ****************** alumnus of the International Space University’s

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Frederick James Cook Space (IAE), working in the Division of Information University of Manitoba Technology, and conducts research in the field of software dependability with a focus on decision support systems, software safety and software verification and validation.

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Ms Emmanuelle David Research Engineer Frederick James Cook grew up on a grain farm on the DLR outskirts of the village of Binscarth, Manitoba, where [email protected] he participated in the everyday activities of farm life. After receiving a Bachelor’s degree in Mechanical Engineering in 2010, Frederick decided to further his education in the Master of Science program in the area of Applied Mechanics. He has completed the MSc course work with a GPA of 4.0. Mr. Cook conducts research under the supervision of Prof. Igor Telichev in the field of modeling and failure control Emmanuelle David is research engineer at the of spacecraft pressurized structures subject to Department of Space Launcher System Analysis at orbital debris impact. Frederick presented his the DLR (German Aerospace Centre). She is also a research at the 2011 Canadian Space Summit, 2012 PhD student. International Congress of Canadian Society for Mechanical Engineering (CSME) and was awarded by ****************** the first prize at the Mechanical Engineering Graduate Students poster competition held at the University of Manitoba. Dr Paul Stephen Dempsey Tomlinson Professor of Global ****************** Governance in Air & Space Law, Director Institute of Air Mr Glauco da Silva & Space Law Technologist at the Institute McGill University Institute of of Aeronautics and Space Air & Space Law (IAE) and PhD student at [email protected] Institute Technological of Aeronautics (ITA) ITA/IAE Paul Stephen Dempsey is Tomlinson Professor of [email protected] Global Governance in Air & Space Law and Director of the Institute of Air & Space Law at McGill University, in Montreal, Canada. For more than two decades, he held the chair as Professor of Glauco da Silva is a PhD student at Institute Transportation Law, and was Director of the Technological of Aeronautics (ITA) in Space Sc. & Transportation Law Program at the University of Tech. Post Graduation Program, acting in the field of Denver. He was also Director of the National Center software dependability. Received his BA in Computer for Intermodal Transportation. Earlier, he served as Science at University of Taubaté (2001), and Master an attorney with the Civil Aeronautics Board and the degree in Science and Computer Technology from Interstate Commerce Commission in Washington, Federal University of Itajubá (2011). Currently, he is D.C., and was Legal Advisor to the Chairman of the Technologist at the Institute of Aeronautics and I.C.C. 107

bus companies, transportation labor organizations, Dr. Dempsey holds the following degrees: Bachelor industry associations, government agencies, and of Arts, Juris Doctor, University of Georgia; Master of telecommunications companies. Laws, George Washington University; Doctor of Civil Laws, McGill University. He is admitted to practice Dr. Dempsey has delivered expert witness testimony law in Colorado, Georgia and the District of and studies before the Public Utility Commissions of Columbia. the states of California, Colorado, Kansas, Iowa, Ohio, Pennsylvania, and Washington, the Province of Professor Dempsey was a Fulbright Scholar, was British Columbia, and the courts of Missouri and awarded the Transportation Lawyers Association Nevada. He has testified before the transportation Distinguished Service Award, and was designated committees of the U.S. Senate, the U.S. House of the University of Denver's Outstanding Scholar. He Representatives, the Canadian Senate, and the state was the first individual designated the University of legislatures of Colorado, Michigan and Texas. He has Denver's Hughes Research Professor, and DePaul lectured in Australia, Austria, Belgium, Brazil, University's Distinguished Visiting Professor of Law. Canada, Chile, China, Colombia, the Czech Republic, The Colorado transportation community named him Denmark, the Dominican Republic, France, Germany, “Educator of the Year”, and inducted him into the Greece, Hong Kong, India, Indonesia, Italy, Japan, Colorado Aerospace Hall of Fame. For 23 years, he Jordan, Kenya, Kuwait, Macau, Mexico, the was faculty editor of the Transportation Law Journal. Netherlands, New Zealand, Nigeria, Papua New He also served on the Editorial Boards of the Denver Guinea, Poland, Portugal, Romania, Saudi Arabia, Business Journal, and The Aviation Quarterly (Lloyds, Singapore, South Africa, South Korea, Spain, Sweden, London), and currently serves on the Editorial Board Switzerland, Taiwan, Turkey, the United Arab of the German Journal of Air & Space Law, and as Emirates, the United Kingdom, and the United Editor-in-Chief of the Annals of Air & Space Law. States. Professor Dempsey has published more than 20 books and ninety law review and academic journal ****************** articles, and scores of newspaper and news magazine editorials. Mr Charles Dischinger Deputy to the NESC Technical Fellow for Human From 1986 to 1998, he was host of KWGN-TV's Factors and the Human Factors Team Lead at MSFC weekly talk show, "Your Right to Say It." Professor NASA Dempsey has appeared on the ABC Evening News [email protected] with Peter Jennings, the MacNeil-Lehrer News Hour, ABC World Business Report, NBC Today, ABC Good Charlie Dischinger is currently the Deputy to the Morning America, CNN Crossfire, National Public NESC Technical Fellow for Human Factors and the Radio, CBS Radio, NBC Mutual Radio, and other news Human Factors Team Lead at MSFC. Charlie broadcasting networks in the United States and Dischinger from NASA Marshall Space Flight Center abroad. His editorials have been published in major will discuss the human factors processes and tools newspapers and news magazines, including for used for designing the Space Launch System (SLS) for example, Newsweek, the New York Times, and the ground activities. Wall Street Journal. ****************** From 1994-2009, Paul Dempsey was Vice Chairman & Director of Frontier Airlines Holdings, Inc., and Chairman of Lynx Aviation, Inc.. He was a founder and first Chairman of the Board of Governors of the Certified Claims Professional Accreditation Council, Inc., and President and Director of the Genesee Foundation, Inc. He has also served as a consultant to U.S. and foreign airlines, railroads, motor carriers,

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Mr Michael Dommers Ms Cheryl Dorsey Head of Department Safety, President Digital Flight Quality and Technical Services Digital Flight Solutions German Aerospace Center [email protected] [email protected]

Cheryl Dorsey has over 30 years of software I am 55 years old, married and I have three children. experience as a developer, manager, government From 1979 to 1984 I studied mechanical engineering regulator, and international consultant. She is the at the FH Aachen. A three years period followed in past National Software Lead at the FAA. In that the industry where I worked for a power plant capacity she developed the DO-178B program plan, company in Berlin. My job was the planning of flue certification guidance, and training. She left the FAA gas purification plants. Since 1988 I am working for in the late 90s to start a DO-178 consulting firm the German Aerospace Center in Lampoldshausen. Digital Flight, in which she continues to provide In the beginning I was part of the project team of the training, certification, development and test support, department of space propulsion which was nationally and internationally. She has personally responsible for the builup of the test facility P5 for trained and certified over 200 systems and the Vulcain engine of ARIANE 5 launcher. Lateron I companies worldwide. Over the years Cheryl has was manager of the P4.2 high altitude test facility, received numerous awards for her technical the test pad for AESTUS uppper stage engine. contributions. Her credentials include a BS in Beginning of 1998 I became project leader of the computer science, MS in Computer Engineering, FAA new high altitude simulation test facilty P1 for ICMM certification, and a Black Belt in software testing of 400 N thruster. My first job there was to process. In her spare time she enjoys cooking, hiking manage the buildup of the new test facility and and traveling with her family, and friends. lateron I became also the test leader. From 2003 to 2005 I was responsible as test leader for the ****************** acceptance tests of the 55 kg/s steam generator of the high altitude test facility P4.1( VINCI upper stage Mr Nicholas Dunn engine). Since 2005 I am Head of the Department Masters Degree Candidate Safety, Quality and Technical Services and also MIT hazardous inccident officer of the test center [email protected] Lampoldshausen. My main duty is to ensure health and safety of the people inside and outside of our test area and to protect the environment taking into account the legal rules and conditions.

****************** Connor is a second year master’s student in MIT’s Aero/Astro department and a Draper Laboratory Fellow at the Charles Stark Draper Laboratory. He received a B.S. in Aerospace Engineering (Aeronautics) and a commission as a naval officer from the United States Naval Academy in 2011. His research applies STPA to a NASA/JAXA GPM-based satellite to generate a satellite STPA analysis template and examine the safety of modular 109 payloads. He also conducted directed energy Technology and the Journal of Nuclear Energy research while at USNA and the Institute for Defense Science and Power Generation Technology, and the Analyses. Upon completing his degree program, Scientific Council of the International Center for Heat Connor will report to flight training in Pensacola, FL. and Mass Transfer.

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Mr Mohamed S. El-Genk Regents Professor, Mr Rich Ellenberger Chemical, Nuclear and ISS Payload and Orion Mechanical Engineering, Human Factors Engineering Founding Director System Manager and Human Institute for Space and Health & Performance Nuclear Power Studies Integrator for the University of New Mexico Commercial Crew Program (UNM), Albuquerque NM, NASA USA [email protected] [email protected] Richard Ellenberger has worked for NASA Johnson Research interest includes boiling and two-phase Space Center since 1990. He was a simulation and flow heat transfer; space nuclear power systems flight software developer in the Avionic Systems design, analysis and safety; space nuclear Division until 1998, when he joined the Habitability propulsion, thermal management and heat pipes of & Human Factors branch. He is the ISS Payload space systems; energy conversion; nuclear fuel and Human Factors manager (since late 1998), the Orion high temperature materials; shielding of solar Human Engineering System Manager (since April energetic protons; neutronics, and nuclear reactors 2009), and the NASA Human Health & Performance safety. At UNM, he was named 46th Annual Integrator for the Sierra Nevada Corporation Partner Research Lecturer; the highest honor bestowed Integration Team for the Commercial Crew Program upon a member of the faculty and received the (since 2011). He also serves as the Human Presidential Lectureship Award, Graduate Students' Engineering Subject Matter Expert for the Human Outstanding Teacher Award, School of Engineering Health & Performance Directorate’s support of the Research and Teaching Excellence Awards and Commercial Crew Program. Students’ Faculty Recognition Award. He supervised 27 Masters Theses and 26 Ph.D. Dissertation and had ****************** 13 years of industrial experience. Mr Andrew Feistel He holds 6 U.S. patents and published > 650 full Sr. Member of the papers and technical reports including more than Technical Staff Flight 320 referred articles, a book, 7 book chapters and Mechanics Department The more than 50 book volumes. He is Fellow of ASME, Aerospace Corporation ANS, AIChE, and IAASS; and Associate Fellow of AIAA The Aerospace corporation and recipient of ANS Distinguished Faculty Member [email protected] Honor award; AIChE Heat Transfer and Energy Conversion Division Award; and U.S. DOE Certificate of Appreciation for his Outstanding Contribution to the Field of Space Nuclear Power and Propulsion. He Andrew Feistel is currently a Senior Member of the is the recipient of the prestigious AIChE 2009 Donald Technical Staff with the Flight Mechanics Q. Kern Memorial Award, a member of IAASS Department of The Aerospace Corporation. He academic committee, the Editorial Boards of the provides trajectory design and mission operations Journal of Frontiers in Heat Pipes Science and support for various spacecraft programs. Mr. Feistel 110 received his B.S. and M.S. degrees in Aerospace charge of international and domestic claims for HOK, Engineering from the University of Texas at Austin. Inc.

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Mrs Melissa Flores Ms Nathalie Fuentes Systems Safety Engineer for Technical Advisor “Ground Thermal Protection Systems Safety” at General NASA Johnson Space Center Inspection and Quality [email protected] Directorate French Space Agency [email protected]

Melissa has five years experience with NASA in Nathalie Fuentes has been Technical Advisor Safety and Mission Assurance, primarily working on “ground safety” for French Space Agency, CNES, the Multi-Purpose Crew Vehicle Program performing since 2010. Working at the General Inspection and and reviewing safety and reliability analyses, and five Quality Directorate, she is in charge of the years service as an officer in the United States Navy coordination of central studies and software used prior to NASA. Melissa has a BS and MS in Ocean for the control of the security objectives required by Engineering from the Massachusetts Institute of French space law. Technology. From 2005 to 2009, Nathalie Fuentes was the ****************** Technical Advisor “ground safety” of CNES Toulouse Space Center. She has worked mainly on ground Ms Melissa Force safety for balloons projects and also spacecraft re- Principal, MK Force Consulting entries. MK Force Consulting [email protected] From 1996 to 2005, she has served as Spacecraft and Flight Dynamics specialist in Operation Control Centers of CNES.

From 1991 to 1995, she was specialized in distributed systems conception and simulation.

Melissa K. Force is a legal consultant and Principal of ****************** MK Force Consulting in Los Angeles who advises commercial entities, government agencies and international organizations on legal, regulatory and policy issues concerning space activities and is an adjunct Professor at Loyola Law School and Webster University teaching Aviation Law and Space Law. She obtained a B.S. in Chemical Engineering and J.D. degree from the University of Missouri-Columbia and an LLM degree from the International Institute of Air and Space Law in Leiden. She was a litigation partner in the California law firm, Carroll, Burdick & McDonough LLP and Associate General Counsel in 111

Dr José González University of Madrid in Spain. Dr. Ortega is currently Senior Engineer, the Head of the Guidance, Navigation, and Control Departament of Safety and Section of the European Space Agency. He is in Environmenta Impact, charge of the space engineering activities in the GNC Nuclear Proyects Division. area in ESA. His job is to design and implement GNC Professor at Balseiro systems for space vehicles including interplanetary Institute cruise, aero assistance, precision landing, ascent, INVAP rendezvous and docking, re-entry, formation flying [email protected] and drag- free systems. He also oversees the implementation of the ESA policy and requirements INVAP S.E: (2011 - Nowadays) -ARSAT-1 Satellite in the GNC area including standardisation, and Hazard analysis for MGSEs. -RPA Radar Primario overall technology planning and development. Argentino hazard Analysis for operation, transport and integration. -LPRR: Low Power Research Reactor ****************** (LPRR) For Kingdom of Abdulaziz City for Science and Technology (KACST) Preliminary Safety Analysis Mr Jerry Haber Report preparation Comisión Nacional de Energía Operations Manager and Atómica (1994 - 2011) -CARA, Fuel Element for Range Safety Manager for Argentine Nuclear Power Plants Cell nautronic Pacific Ranges calculations. -CAREM, Conjunto Argentino de ACTA, Inc. REactores Modulares LOCA sequences analysis and [email protected] PSA level I. -PLADEMA, Plasmas Densos Magnetizados Plasma Focus Devices design -SIGMA, Separación Isotópica Gaseosa por Métodos Avanzados Uranium enrichment by gaseous diffusion -OPAL Experimental nuclear reactor For Australian Science and Technology Organization (ANSTO) Mr. Haber has over 30 years of experience leading Deterministic calculations for PSA level I support. - risk analysis model development efforts, developing Atucha II Licensing documentation Deterministic risk acceptability standards, and performing flight calculations for level I. Universidad Nacvional de safety risk analyses for the full spectrum of U.S. Cuyo. Instituto Balseiro -Assistant Professor Fluid launch vehicles and missiles. Mechanics Heat and mass transfer Consejo Nacional de Investigaciones Científicas y Tecnológicas Accomplishments: (CONICET) -Permanent researcher. • Developed guidelines for flight safety risk analyses for U.S. National organizations and lead the ****************** development of U.S. consensus risk acceptability standards for launch and reentry risks. Dr Guillermo Ortega • Analyzed the safety and risk mitigation strategies Hernando for a wide variety of launch and reentry systems. Head of the Guidance, • Developed methodologies that address the range Navigation, and Control of needs from screening analyses to detailed Section evaluations of complex systems. European Space Agency • Author or co-author of numerous technical papers [email protected] and reports including the Chapters on Launch Operations Safety and Other Launch Safety Hazards in the just published IAASS book Safety Design for Space Operations. • Co-developer and instructor for IAASS course on Dr. Ortega holds a PhD CUM LAUDE in Physics in the launch and re-entry safety Specialties: Risk analysis branch of Automatics and Informatics by the of complex systems, particularly launch vehicles and 112 weapon systems; vulnerability modeling (human and ****************** protective structures), and range safety criteria and risk acceptability issues. His current focus is on risks Mr David-Alexis induced by mission rules and uncertainty in Handschuh definition of exclusion regions. Ballistic phase flight control and space debris expert ****************** CNES - Launcher Directorate david- Mr Andreas Haberzettl [email protected] Group leader Supply facilities and deputy head of test facility department DLR German Aerospace Scholarship: Electronics and Embedded System Center Engineering degree from ECE - Paris, France [email protected] Aerospace Engineering degree from SUPAERO - Toulouse, France Affiliation and main attributions: is, since 2010, ballistic flight control and space debris expert at the French Space Agency (CNES) Launcher January 2002 – now DLR German Aerospace Center Directorate. has worked on the possibilities to take Lampoldshausen Group leaderSupply facilities and benefit of a stage passivation to reduce its on-orbit deputy head of test facility department June 1996 – lifetime. takes part in the development of a tool to December2001 German Aerospace Center determine the launch time in coherence with the ISS Lampoldshausen Project leader P8 European protection. works on the French Space Act Cooperation R&T test facility P8 for high pressure specifications and on tools and methodologies that LH2/LOX rocked combustion testing April 1991–June enable CNES to verify projects compliance with 1996 German Aerospace Center Lampoldshausen these requirements. is in charge of French launchers Test engineer Vulcain 1 testing on bench P5 debris observations and determination of their September 1983–March 1991 University Stuttgart • orbital lifetime. Aerospace engineering • Achieved educational level as “Diplom-Ingenieur für Luft- und ****************** Raumfahrttechnik” ( Masters degree) Ms Dato’ Hayati Ismail ****************** High Commissioner of Malaysia to Canada Ms Lei Han post-doctoral student

National Space Science

Center [email protected]

Dato’ Hayati Ismail began her diplomatic career with the Ministry of Foreign Affairs in 1984. She has I graduated from National University of Defense and served abroad in Germany and New Zealand. From Technology in 2008 with a doctor degree. Then I 2004 – 2008, she was the High Commissioner of attended the Naval Institute of Aeronautical Malaysia to Namibia. Dato’ Hayati was appointed Engineering to teach orbital mechanics. Since July High Commissioner to Canada in March 2011. 2012 I became a post-doctoral student in National Space Science Center.

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Prior to her assignment to Canada, Dato’ Hayati enthusiast collecting a lot of technical and historical Ismail was the Senior Under Secretary of the data , in addition to his responsibility inside ALTRAN Directorate of Asia & Oceania at the Ministry of Group for European aerospace division, he is editing Foreign Affairs. In between overseas assignments, a weekly Space Newsletter and managing an internal Dato’ Hayati’s work in the Ministry of Foreign Affairs ALTRAN RESEARCH project oriented on Space Debris included responsibilities in the South East Asia issues. Division; Multilateral & Economics Division and the ASEAN National Secretariat of the Ministry of ****************** Foreign Affairs.

Dato’ Hayati was born in the state of Perak, Malaysia Mr Herwig Hellinckx and graduated with a Bachelor of Science (Hons) Health, Safety & Degree in Agribusiness from University Putra Environment Manager, Malaysia. Product Assurance & Safety Manager at QinetiQ ****************** Space QinetiQ Space [email protected] Mr Stephane Heinrich e Safety and Quality Manager, Aerospace & Defence division Altran Group, Portuguese Entity Cannes ALTRAN Graduated as Master of Science in Metallurgical and [email protected] Materials Engineering in 1987 and as MSC m Biomedical Engineering in 1989 at the University of KULeuven in Belgium. Joined Verhaert Design & Development in 91 as project Manager for space instruments, building the CROM/DIARAD radiometer Stéphane Heinrich was graduated from French for the SOHO satellite and the ANBRE experiment for Engineering school ENSAM, and worked almost 20 Euromir 95. From 95 to 98 dealing with all Product years, as a consultant for several European Assurance & safety aspects of Verhaert Design & aerospace companies : THALES, ASTRIUM, SAFRAN Development industrial and space projects including Group and French Test Flight Centre. Consequently the company's contributions to ISS building sub his experience was acquired along more than 20 systems for Microgravity Science Glovebox (MSG), different projects initially in air combat avionics, Material Science Lab (MSL), Biolab and Fluid Science optical space instruments and has later built an Lab (FSL). From 1998 to 2012 Head of Product expertise in satellite systems mostly in command Assurance & Safety at QinetiQ Space (previous and attitude control and propulsion systems. He has Verhaert Design & development) responsible for the been involved in European Space Agency (ESA) translation and implementation of the company programs at prime management offices as suppliers mission and philosophy into a quality approach and management and quality assurance (ATV Avionics for the daily management of a group of 5 engineers, equipments, Planck Satellite, Sentinel-3 Platform performing product assurance & safety equipments). He is still currently responsible of management, materials & processes engineering for ALTRAN Quality and Safety team contracted by space (and industrial customers until July 2005). THALES and ESA and follows Avionics & Propulsion Personally dealing with Product Assurance & safety equipments and Instruments (SLSTR, MWR) and aspects of IBDM (a docking & berthing mechanism), preparing the Satellites Safety Data Package for WSTF (wakeshield satellite), CUPOLA, ECDK, Range Submission process for ROCKOT/Plesetsk and EUROPA, SAHC, MERCATOR, MEDUSA, FOAMS, LES VEGA/Kourou. Stephane , is an Air and Space fan 2, SLS. Actually HS&E Manager at QinetiQ Space

114 making policy and implementation of occupational Combustion Institute, Institute of Engineers', etc. He safety & health and environmental affairs is affiliated to numerous engineering societies viz throughout the entire company. As Product SAE, ASME, CIHT, RAeS, SPE, ELGRA etc. Visit him ar Assurance & Safety Manager at QinetiQ Space www.jajoovibhor.co.nr responsible for IXV, Artemiss, SCCO and MFC, instruments and subsystems for both manned and ****************** unmanned space. Prof. Dr Ram Jahku ****************** Associate Professor McGill Institute of Air and Dr Gu Hu Space Law Deputy Director, Division of [email protected] General Design, Department of Reactor Engineering Design, China Institute of Atomic Energy China Institute of Atomic Prof. Ram S. Jakhu has over thirty years of Energy experience in space-related fields. Presently, he is a [email protected] tenured Associate Professor at the Institute of Air and Space Law, McGill University in Montreal, Canada, where he teaches several subjects covering 2003-now, General Design, Thermal-hydraulic space law, policy related and international law. For Calculation, and Safety Analysis of Nuclear Research four years, Dr. Jakhu served ISU in Strasbourg, Reactor; China Institute of Atomic Energy France, as a Professor and the first Director of the MSS program. Prof. Jakhu focuses his research on ****************** law and policy of space applications, space debris, space safety and space security. He has authored a Mr Vibhor Jajoo book, more than 60 articles and edited three books Senior graduate final year He is a Member of the World Economic Forum’s student Space Security Council and the Chairman of the Legal IIT-BHU and Regulatory Committee of the International [email protected] Association for the Advancement of Space Safety. He holds Doctor of Civil Law (Dean's Honors List) and Master of Law degrees from McGill University. In addition, he has earned LL.M., LL.B., and B.A. degrees from India.

Vibhor Jajoo is a Senior graduate final year student ****************** of Integrated Dual degree (B.Tech+M.Tech) of Mechanical Engineering in Indian Institute of Mr Amauric Jarry Technology "IIT(BHU)" at Banaras Hindu University, Specialist in Solid Propulsion in CNES Launcher Varanasi India. Mr. Jajoo's research interest includes Directorate Combustion and flame, Internal Combustion CNES Engines, automotive manufacturing & Microgravity [email protected] Sciences. He has research experience of drop tower experiments, flame modelling, engine modelling, Education sustainable transportation and astronomical Postgraduate Engineering Degree of the Ecole observation. Mr. Jajoo's hold two patents as well His Centrale de Lille, France (2006). Master of Science in research has been published in various national and Engineering physics of the Royal Institute of international conference proceedings of ASME, Technology of Stockholm, Sweden (2006) 115

Mr Laurent Jourdainne Job position Arianespace Launch Specialist in plume effect and aerodynamics in Service Operator Policy for Astrium Les Mureaux (France) during 4 years. Space Safety Specialist in solid propulsion for 3 years. Arianespace l.jourdainne@arianespace ****************** .com

Dr Judith Jeevarajan Battery Group Lead for Safety and Advanced Technology NASA Johnson Space Center Laurent Jourdainne has spent his all career in the [email protected] space sector since 1988. He is an engineer graduated from the French ‘Ecole Centrale de Lyon’ high school Dr. J. Jeevarajan, has worked on-site at NASA- in 1986. After 5 years in SEP, a SNECMA affiliate Johnson Space Center since 1998. She is currently company, he incorporated Arianespace company in the Group Lead for Battery Safety and Advanced 1993 in the supply chain, in charge of purchasing Technology at NASA-JSC. Before becoming a civil ARIANE 5 Vulcain engines. He was involved in the servant at NASA in 2003, she worked for Lockheed technical authority team for ARIANE flight Martin Space Operations. She has a M.S. in preparation in French Guiana. In 1999, he Chemistry from the University of Notre Dame (’91) incorporated the Strategy and Prospective and she graduated with a Ph.D. in Chemistry Department for a three years contribution, as (Electrochemistry) from the University of Alabama in market and competition advisor in support of the Tuscaloosa in 1995. Dr. Jeevarajan worked for a Marketing and Sales teams. small business company in College Station, TX for a year immediately after completion of graduate work. He incorporated the Programs Directorate of the Following this, she worked for a year as a post- company in 2003 as Program Manager for the doctoral fellow at Texas A&M University on NASA preparation of ARIANE 5 ECA version return to flight projects, that was immediately followed by her early 2005, after first flight failure late 2002. Then he being hired on by Lockheed Martin Space Operations contributed as Program Manager to the in Houston. She has more than 15 years of battery consolidation of ARIANE 5 production experience with her main focus being li-ion cell and industrialization. battery research. Dr. Jeevarajan represents the battery group at all the NASA safety panels, which He is now Policy Officer in the Programs Directorate involves working with the International Partners. Dr. for the implementation of the French Space Jeevarajan serves in the Technical Working Group for Operations Act consequences inside the company standards organizations such as Underwriter’s and in interaction with space agencies. Once a year, Laboratories and IEC/ANSI and is currently leading he is involved in an ARIANE 5 launch preparation as an effort for NASA under AIAA to write a space head of the Launch Vehicle technical authority (as safety standard for battery systems. She has more CPAP: Arianespace Production Program Manager). than 60 presentations at conferences and has won numerous NASA awards the most recent of them ****************** being the Exceptional Service NASA award.

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Mr Toru Kasai Mr Michael Kio Associate Senior Engineer, Head Engineering HTV Project Team projects/R&D, National JAXA Space Research and kasai.toru@jaxa.jp Development Agency Cranfield University [email protected]

Toru Kasai is an associate senior engineer for HTV Michael is curently the Head Engineering project team of JAXA. His role is to integrate avionics Projects/Research and Development in the system of the HTV including flight software for Department of Engineering and Space Systems, rendezvous to the ISS since 2000. Toru Kasai started Nigerian Space Agency. He is a professional member his career as a engineer for quality control at Nagoya of the International Association for the Adancement office. He had worked in Engineering Test Satellite 7 of Space Safety. Mike has published Numerous project team for autonomous rendezvous and papers in journals and International Conference docking demonstration on-orbit in 1990s. He has proceedings on topics related to Astronautics and worked in the areas of: rendezvous and docking Space. He is currently undergoing a PH.D Programme technology, wireless communication, navigation in Cranfield University in the United Kingdom. sensors, avionics design, and electromagnetic Michael is married with two children. compatibility. ****************** ****************** Mr Ryoji Kobayashi Mr Sourabh Kaushal Deputy Manager of System Coach at NuVu Studio, Safety and Reliability Bangalore, INDIA Engineering Office INK Fellow JAXA er.sourabhkaushal@gmail. [email protected] com

Electrical engineering of Waseda Univerisity in 1989 Master degree of Electrical engineering of Tokyo Institute of Technology in 1991. Sourabh Kaushal is a Bachelors of Technology(Hons.) Electronics and Communication Engineer from India. ****************** He is also a INK fellow in association with TED & TEDx Speaker. He is a recipient of runner up "Jerome Pearson Award" by ISEC(USA), Dr. Kalpana Chawla Young Scientist Award 2012 & received "Young Innovator Award 2013".He is also the one of the finalist of MIT(USA) TR 35 India Young Innovator Award and spoke at various international and national conferences including TEDx, INK conference etc. He is also associated with Google Lunar X Prize Team Indus as a System Engineer.

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Mr Johannes Kreimer Payload Safety Engineer Astrium Space Born in Athens, Greece. BA in Law Studies, Faculty of Transportation Law, University of Athens. DEA in International Law, johannes.kreimer@astrium DEA in Political Science, Paris 2 University, France. .eads.net Dr.Jur. in International Law, Paris 2 University (Subject : "La sécurité de l'aviation civile en droit international public"). Prix de thèse of the French Society of Air and Space Law. Attorney at Law, member of the Athens Bar Association. 1998-2002, Professor of International and Air Law, Military Aviation Academy. 2005-2006, Legal adviser of the Johannes Kreimer works since 2008 as Payload Minister of National Defense (Greek Government) in Safety engineer for ISS payloads and experiment and Air Law and International Law matters. 2008-2010, for the Columbus Integrated Hazard Assessments at Member of the Greek Air Accident Investigation and Astrium Space Transportation. Aviation Safety Board. 2009-, Expert, Committee for Prior to his current position, he served 2 years at the amendment of the (Greek) Code of Air Law, Astrium Satellite as product assurance manager for Ministry of Transport. 2009-, Lecturer in electronics equipment for HTV and TANDEM-X International Law, University of Athens (Fields of projects and increased his broad knowledge of teaching and research: Public International Law, Air payload systems and related safety impacts. Law, Space Law, Law of the Sea, Starting in 1997 he worked as lead system engineer Telecommunications Law, International Institutions). and later as project manger for ISS payload EMCS and supported the project up to the successful ****************** launch and initial operation on-board ISS in 2006. Johannes Kreimer started working in the Paul B. Larsen development field for scientific payloads for space Georgetown University experiments at Astrium in 1988 as lead system [email protected] engineer of experiment facilities for Spacelab Mission D2, IML2, MSL. The work included the Paul B. Larsen taught air and space law for more development process up to flight and the related than 40 years respectively at Southern Methodist Mission Support and was honoured by the IML2 University and at Georgetown University Law Center. astronauts with the Astronaut Office Silver Snoopy He is co-author of Lyall and Larsen, Space Law A Award. Treatise (Ashgate 2009), Lyall and Larsen, Space Law Johannes Kreimer graduated with a degree in (Ashgate 2007), and Larsen, Sweeney, Gillick, mechanical engineering at University of Applied Aviation Law, Cases, Laws and Related Sources, (2nd Sciences in Hannover / Germany. ed. Martinus Nijhoff 2012). He has published more than 50 articles on space and air law issues. ****************** ****************** Dr George Kyriakopoulos Lecturer in International Law, Faculty of Law, National and Kapodistrian University of Athens National and Kapodistrian University of Athens [email protected]

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Erik Larson ****************** Sr. Scientist / Program Manager ACTA Ms Siqing Li [email protected] Law student, International Law School, China University of Political Science and Law (¡°CUPL¡±) China University of Political Science and Law [email protected]

Erik Larson holds a Ph.D. in geophysics from Harvard University, and now works for ACTA, Inc. in Siqing LI, a Law student in her fourth year at the Torrance, CA. He primarily supports the Federal China University of Political Science and Law¡®s Aviation Administration and Department of Defense (¡°CUPL¡±) International Law School. In December of agencies in risk software development and flight 2011, she took part in the 2012 Manfred Lachs safety analysis. He has been the lead engineer on International Space Law Moot Court Competition numerous flight safety risks analyses (including National Round, where she won the Championship, expendable launch vehicles, sounding rockets, the highest reward, and ranked first in oral hypersonic aircraft, reusable suborbital vehicles, and competition. In June of 2012, she went to the SpaceShuttle re-entry). Dr. Larson’s areas of Hyderabad, India to compete in the Asia-Pacific interest include determination of the risk to aircraft Round, and ranked 6th in oral competition, the from accident debris, the development of highest among non-native English speakers. Her population-sheltering models over large regions, article Legality of Non-cooperative Satellite Removal malfunction trajectory analysis, and the use of non- derives and develops from the case of the parametric distributions to model the dispersion of competition. In the year 2013-2014, she will start debris and compute risk. her graduate education in the University of Oxford.

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Dr Eugene Levin Mr Tobias Lips Senior Scientist Managing Director STAR, Inc HTG GmbH [email protected] [email protected]

Dr. Levin is one of the leading experts on space Tobias Lips joined HTG - Hypersonic Technology tether dynamics, the author of two books on the Goettingen in 2001 as a research engineer and subject. He worked on various projects with NASA, project manager. He was and is involved in software Air Force, and Navy. He is currently working with development and application for destructive re- NASA and the Naval Research Laboratory on the entry analysis and on-ground risk prediction. He is a flight demonstration of electrodynamic propulsion. member of the German delegation to the Inter- One of the very promising applications of this Agency Space Debris Mitigation Committee (IADC) technology is affordable debris removal from LEO. and a member of the IAASS Technical Committee for

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Space Hazards. Since the beginning of 2013, Tobias Born in Bonn, Germany Lips is the Managing Director of HTG. High School in Krefeld, Germany

****************** Studies of Medicine in Düsseldorf Germany, Nantes France [4th year], Paris France [2nd trimester of 6th Ms Yue Liu year]. Safety Engineer Technology and Engineering Residency in Anesthesiology and Intensive Care Center for Space Utilization, Medicine in Düsseldorf and Dresden, Germany. Chinese Academy of Science [email protected] Specialisation as Anesthesiologist in Dresden, Germany, in 2000

Since August 2000: Staff Anesthesiologist at Dept. of Anesthesia Strong background and working experience on China Erasmus MC - Erasmus University Medical Center Manned Aerospace engineering. By the end of 2011, Rotterdam, The Netherlands I had participated in shenzhou-6, shenzhou-7 and - Aug 2000 to Dec 2005: Dept. of General Anesthesia shenzhou-8 three times manned flight mission. Now - Jan 2006 to present: Dept. of Cardio-Thoracic as the safety engineer, responsible for the logistical Anesthesia Spaceship part payload safety. Since 2009: ****************** Member of ESA Topical Team "H3 - Human Hypergravity Habitat"

2012: Dr Stephane Louvel Space Studies Program - SSP12 Senior Expert in Space International Space University operations Safety CNES ****************** [email protected]

Mr Cédric Magnin Head of Section RAMS & Industrial Risks management Coordination of the safety activities dedicated to ASTRIUM Space verify compliance with the French Space Operations Transportation Act. [email protected] um.eads.net ******************

Mr Christian Lüthen Cardio-Thoracic Anesthesiologist Cedric Magnin was graduated from the Institute of Dept. of Cardio-Thoracic Anesthesia Sciences and Techniques, University of Valenciennes Erasmus University Medical Center Rotterdam (France) in 1999, and started his professional Dept. of Anesthesiology / ErasmusMC - University activities as mechanical engineer for ASSYSTEM. Medical Center Rotterdam After 6 years, he joined Astrium Space [email protected] Transportation in Les Mureaux as Responsible for mechanical engineering. 120

He spent 3 years working on two projects in development phase until their qualification : lower Mr Mikhail Malyshev Croygenic tank of ARIANE 5, ATV developing Senior Payload Safety experiences in design, dynamic and static analyses, Engineer damage tolerance. In 2008, he moved to Astrium HE Space Operations B.V. Space Transportation in Aquitaine. He changed job [email protected] becoming responsible for RAMS activities of t launcher sub-assemblies. It was an opportunity to enlarge his skills in safety, reliability, manufacturing.

At the end of 2011, he was nominated head of section RAMS & Industrial Risks management. He manages a team composed of 7 engineers Mr. Malyshev has worked in the field of systems responsible for RAMS activities of several launcher engineering in space projects for more than 20 sub-assemblies and 7 engineers responsible for years, primarily in Human Spaceflight. Currently, he industrial risks analyses in the field of ground is supporting the ESA Independent Safety Office facilities for safety and environment critical Sites. working for the ESA Payload Safety Review Panel and for the ESA Parabolic Flights projects. Mr. Malyshev ****************** graduated from Bauman Moscow State Technical University in 1988 as Control Dr Jane Malin Systems/Electromechanical Engineer. Expert NASA Johnson Space ****************** Center [email protected] Mr Edward J. Mango Manager, Commercial Crew Program National Aeronautics and Space Administration/John F. Kennedy Space Center [email protected] Dr. Jane Malin has defined and managed R&D projects to prototype modeling tools and technology for engineers and safety analysts in NASA projects. Some of the software technologies are focused on converting text to formal system model data. They include ontologies and natural language processing Ed Mango is the program manager for the for automatic semantic annotation of problem Commercial Crew Program (CCP) at NASA. The CCP is reports and requirements. Software tools to identify leading NASA's efforts to develop the next U.S. and analyze failure modes and hazards have been capability for crew transportation and rescue designed to both produce and use models of system services to and from the International Space Station architecture and component behavior modes. (ISS) and other low-Earth orbit destinations. In 2009, Mango was the launch director for the Constellation ****************** Program's first flight test, and was responsible for the management and direction for the prime launch support team. In 2008, Mango directed the Constellation Space Transportation Planning Office where he was responsible for the development of an effort to operate and sustain the Constellation systems to the ISS. Mango joined NASA in 1986 after

121 serving in the U.S. Air Force. He’s held numerous positions, including the recovery director for shuttle Ms Laurence Meredith Columbia's debris recovery effort in Texas. Mango ASTRIUM satellite has earned numerous awards, including the Rotary responsible of RAMS National Award for Space Achievement Stellar engineering France Award. Mango earned a Bachelor of Science in ASTRIUM aerospace engineering in 1981 from Parks College of laurence.meredith@astriu Saint Louis University in Missouri and Master of m.eads.net Science in engineering from the University of Central Florida.

****************** Laurence Meredith was graduated from Ecole Mr Jean-Bruno Marciacq Nationale Supérieure d’Ingénieur Electricien de Coordinator - Sub-orbital Grenoble (ENSIEG) in 1988, and started her and Orbital Aircraft (SOA) professional activities as safety engineer for Rulemaking Officer - Initial THOMSON CSF in Paris on the Rafale fighter radar. Airworthiness EASA- Rulemaking Directorate - After 2 years, she joined MATRA Espace (MATRA R4.1 Space now Astrium Satellites) in Toulouse as a RAMS European Aviation Safety engineer. She spent 10 years working on different Agency (EASA) projects in various fields: COLUMBUS, SILEX, ATV, jean- SPOT5 and telecom satellites such as STENTOR, [email protected] WORLDSTAR, KTV developing experiences in RAMS a.eu technics. Then, working on second generation telecom programs (Satellites for INMARSAT, Jean-Bruno Marciacq has been recruited by the TELESAT, EUTELSAT, SES) she added FDIR European Aviation Safety Agency (EASA) in 2007 as responsibility to RAMS activities. Project Certification Manager. In 2011, he moved to the Initial Airworthiness section of the Rulemaking In 2009, she took the lead of the team responsible Directorate to start to develop rules for Sub-orbital for operational RAMS and FDIR activities in France and Orbital Aircraft (SOA). In parallel to his assigned covering all fields of the activity: telecom, earth duties, he coordinates the work on SOA for the observation and ground segment projects as well as Agency. facilities risks analysis. From 2001 to 2007, he worked as ESA Crew Safety Officer within the Astronaut Division of the Human She is currently still working as RAMS and FDIR team Spaceflight Department, contributing to the safety of leader and participates to various proposals and to eight manned spaceflights. the development of the next ASTRIUM satellite From 1995 to 2001, he worked for DASSAULT telecommunication platform. Aviation, ensuring the continuous airworthiness of the worldwide fleet of Falcon business jets. ****************** From 1994 to 1995, he served as Naval Aviation Officer on the French aircraft carrier “Foch”. Jean-Bruno Marciacq graduated from ESTACA University for Aerospace and Automotive Engineering, Paris and holds a Certificate of Aircraft Design from the Moscow Aviation Institute (MAI).

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Ms Frédérique Meyer Lassalle Expendable Launch Vehicle Payload as well as the Head of RAMS & Quality Department at CNES - safety assessments for JEM. Launcher Directorate CNES ****************** [email protected] Ms Masami Mitsui Job Position : Associate Senior Administrator, Safety and  Specialist in RAMS for pyrotechnics systems during Mission Assurance 4 years at CNES Launcher Directorate (2001 - 2005) Department JAXA  Specialist in Space Pyrotechnics Systems during 7 [email protected] years at CNES Launcher Directorate (2005 - 2012)

 In charge of Launch System Safety Synthesis during 1 year at CNES Launcher Directorate (2012 - 2013) She has been supporting the work of the United Nations Committee of the Peaceful Uses of Outer  New position starting in March 2103 : in charge of Space (UNCOPUOS) Chairperson for 2012-13, Dr. Launch System RAMS &Quality Department at CNES Horikawa, since January of 2013 in addition to her Launcher Directorate (2001 - 2005). work in S&MA. As a member of JAXA S&MA Department, she continues to contribute ****************** ESA/NASA/JAXA Trilateral S&MA collaboration and JAXA S&MA training and development program. Mr Masami Miki Preceeding to her work in JAXA S&MA Department, Engineer she engaged in S&MA work for the International JAXA Space Station Program in Japan. One of her main [email protected] focuses was confirmation of JAXA astronaut safety and she supported •gJAXA Return to Flight Safety Confirmation Task Team for Japanese Astronauts.•h This team worked to confirm the safety of JAXA astronaut Soichi Noguichi who was scheduled to board the first Space Shuttle flight (STS-114, Return to Flight) after Columbia Accident. Masami Miki earned the bachelor and master degrees in X-ray astronomy from Osaka University in ****************** JAPAN. He worked for Safety and Mission Assurance (S&MA) as a safety engineer at Japan Manned Space Mr K. Mohan Systems Corporation (JAMSS) for five years; specially Event and Broadcast contributing to the safety assessments of the Organizer Japanese Experiment Module (JEM) by quantitative Astronomylive.com method as well as qualitative method. He also mohansanjeevan2011@g supported the ground safety assessments and on- mail.com orbit operational safety assessments for the JEM. Then He worked at Japan Aerospace Exploration Agency (JAXA) S&MA for four years. He supported the ground and launch safety assessments for Expendable Launch Vehicle Payload. Currently, he returns to JAMSS and he supports the Better known as Mohan Sanjeevan which is the pen ground and launch safety assessments for name , Worked as an Officer for Govt.of India. 123

Though I was in service in Non science related area Mr Daniel Mullin Science had been my first love and continues to be Hardware Safety and Mission Assurance Engineer so. I have taken to science, tech ,space and Canadian Space Agency astronomy popularization after my voluntary [email protected] retirement intensively, inspiring students into science, tech, space and astronomy and guiding them in certain areas. Above all dedicated to making In his role as Hardware Safety and Mission Assurance this world a more livable place focusing on global Engineer with the Canadian Space Agency, Daniel warming, alternative energies and vehicles, right Mullin works to ensure the safe and reliable function nutrition , eradication of poverty and hunger of Canadian Space systems. He has more than 11 through science. Writing Science articles, science years of aerospace safety engineering experience, fictions, poetry in print , electronic and web media including 8 years acting as Safety and Reliability Lead Attending national and international conference on for space programs including the Hubble Space science communication and science fiction, climate Telescope Servicing Mission 4; the James Webb change,nano tech right nutrition and presenting Space Telescope; the International Space Station papers. Was Event mentor at the National Space Mobile Servicing System; the Next Generation challenge conducted by IIT Kharagpur, sponsored by Canadarm and OSIRIS Rex Laser Altimeter. His ISRO. http://nssc.spats.in/moonlab_mentorship.php education includes a Bachelor of Aerospace My guidance blog for moon settlement Engineering from Ryerson Polytechnic University and http://www.scribd.com/doc/88223591/Setting-Up- System Rliability training from the Reliability a-Moon- Lab-and-Living-There Information Analysis Center.

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Ms Ati Rosemary Mohd Mr S. Ali Nasseri Ariffin MASc. Candidate at the Senior Lecturer University of Toronto University of Malaya Institute for Aerospace [email protected] Studies Space Generation Advisory Council [email protected]

Ati Rosemary Mohd Ariffin is a senior lecturer at the Architecture Department, University of Malaya. Her Ali is a current MASc. student at the University of training was in architecture and urban design. She is Toronto Institute for Aerospace Studies with a remote PhD student at the University of experience in computational modelling and Queensland pursuing on the topic of Ecologically optimization of aerospace systems. He graduated Sustainable Tourism Facilities in the Tropics'. She with a BSc. in aerospace engineering in 2010. During received her Masters of Arts in Urban Design from his undergraduate studies, he was a research Oxford Brookes University. Her research interest are assistant at the multidisciplinary design optimization in sustainable architecture, sustainable tourism lab and the space systems research center at K. N. development and riverfront revitalisation. Toosi University of Technology. Since January 2012, Ali has been working with the space safety and sustainability working group of the space generation ****************** advisory council as a volunteer on their active space debris removal project. In 2012, he was awarded an

SGAC Young Leadership Award for his involvement with this project.

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****************** Mr Omar Ariosto Niño Prieto Compatibility Server Validation engineer at Intel Dr. Yaw Otu Mankata Corporation in Guadalajara NYAMPONG Mexico and Researcher Boulton Fellow (Visiting Scholar) collaborator Faculty of Law, McGill Benemérita Universidad University Autónoma de Puebla (BUAP) [email protected] [email protected]

Yaw Nyampong holds both a Doctor of Civil Law (DCL) degree and a Master of Laws (LL.M) degree in Omar Ariosto Niño Prieto was born on January 2 Air and Space Law from the Institute of Air and 1984 in Puebla Pue., Mexico. He obtained on 2008 a Space Law, McGill University. He also holds Bachelor in Computer Science at Benemérita Qualifying Certificate in Law from the Ghana School Universidad Autónoma de Puebla (BUAP), Mexico of Law and a Bachelor of Laws (LL.B) degree from the with an academic internship at Université Laval, University of Ghana, Legon. He is a member in good Quebec, Canada (2005-2006) and a second at standing of the Ghana Bar Association. Between Institut National des Sciences Appliquées de Lyon April 2007 and July 2012, Dr. Nyampong served as (INSA), France (2007-2008). Omar obtained on 2010 editor of the Annals of Air and Space Law, a peer- a master degree in Computer Graphics (M2 IMAGE) reviewed scholarly journal published annually by the at Université Claude Bernard Lyon 1, France. Omar Center for Research of Air and Space Law at McGill has professional experience working for Dassault University. Between 2011 and 2012, Dr. Nyampong Systèmes, France, as internship on 2009. Omar worked for a year as an Arsenault post-doctoral participated as speaker on 3 creation forums of the research fellow at the Institute of Air and Space Law Mexican Space Agency (AEM) (2010-2011). He is where his research focused on the environmental working since 2011 for Intel Corporation, at aspects of outer space exploration and use. During Guadalajara, Mexico as Compatibility Server that time, he acted as rapporteur of the Third Validation engineer. Omar has researching work International Interdisciplinary Space Debris Congress since 2008 with several national and international jointly organized by the McGill Institute of Air and publications and 2 submitted patents in Mexico. Space Law and the Universität zu Kôln's Institute of Omar has 2 poetry books published in Mexico. Air and Space Law. In that capacity, Dr. Nyampong prepared the report of the Congress which was ****************** presented at the 49th Session of the Scientific and Technical Subcommittee of the United Nations Mr Matthew Noyes Committee on Peaceful Uses of Outer Space Undergraduate: University of (COPUOS), held in Vienna, in February 2012. Dr. Rochester Nyampong has spoken at numerous workshops and University of Rochester conferences around the world. He has written and [email protected] published a book on the insurance of aviation war om and terrorism risks in a post-September 11, 2001 environment as well as several book chapters and scholarly articles on many legal issues of contemporary relevance in the fields of air and space law. Matthew Noyes currently attends the University of ****************** Rochester in Rochester, NY pursuing a B.S. degree in

Mechanical Engineering. As an undergraduate, he has accrued years of experience at Northrop 125

Grumman Corporation and NASA’s Kennedy and Johnson Space Centers. He is currently a cooperative education student with Johnson Space I am currently working as a Materials Engineer in the Center’s Software, Robotics and Simulations division. Materials Space Evaluation and Radiation Effects His work received the two Outstanding JSC Intern Section in ESA-ESTEC (Noordwijk, The Netherlands). I awards from the JSC Education Office, in Fall 2010 have been directly involved with ESA for 8 years, first and Spring 2011. His interests include embedded as an Electric Propulsion Engineer and than as a and mobile application development, robotics Materials and Processes Engineer. I also have hardware and software design, fluid mechanics, and experience in mission analysis through my outreach activities encouraging public interest in involvement in the implementation of the GESOP space. mission analysis software at Astos Solution GmbH (Stuttgart, Germany). Before moving to the ****************** Netherlands, I worked at Alta S.p.A. (Pisa, Italy) as an Electric Propulsion Engineer. My chief field of Mr Pierre Omaly expertise is in the processes of outgassing, offgassing Propulsion and and contamination, where I make use of several Aerothermodynamics techniques including VBQC, FTIR, and GC/MS Engineer employing diagnostic equipment such as QCM’s, IR CNES microscopes and mass spectrometers. Presently my [email protected] primary role is to provide expert support to Product Assurance and the Payload Safety Review Panel in the Human Space Flight directorate. I have extensive laboratory experience, including the design and implementation of standard and bespoke tests.

Pierre Omaly is Propulsion and aerothermodynamics ****************** engineer in “Centre National d’Etude Spatial “ in Toulouse France. He works since 8 years on reentry Dr Carmen Pardini activity, focused on planetary exploration and Researcher of the Italian specially on radiative phenomenon occurring during National Research Council high velocity phase. One part of last 4 years was ISTI/CNR concentrate on reentry activity in the frame of “The [email protected] French Space act” centered on fragmentation and survivability. He is graduate as engineer from” Ecole Superieur de l’Energie et des Materiaux” in Orleans specialised in Mechanics, Energetic and Materials and has a Master in Energetic from Orleans’ university. Since 1986 Carmen Pardini has served as a research scientist in the Space Flight Dynamics Laboratory of ****************** ISTI (formerly CNUCE), an Institute of the Italian National Research Council (CNR) in Pisa. Her areas of Ms Marika Orlandi research include astrodynamics, mission analysis and Materials and Processes design, space operations, satellite re-entry Engineer predictions, software development, space debris ESA modelling and mitigation. In 1998 she was appointed [email protected] as Technical Point of Contact of the Italian Space Agency (ASI) for the coordinated re-entry prediction campaigns of the Inter-Agency Space Debris Coordination Committee (IADC). Since June 2000 she is ASI representative in the Working Group 2 126

(Environment and Database) of the IADC. From 2003 ****************** to 2006 she has led the IADC Task on “The Potential Benefits and Risks of Using Tethers in Space”. She is Tom Pfitzer a member of the Committee on Space Debris of the Founder and Preseident International Academy of Astronautics (IAA). A-P-T Research. Inc. tpfitzer@apt- ****************** research.com

Dr Joseph Pelton Former Dean of the International Space University and Director Mr. Pfitzer holds a Masters Degree in Industrial Emeritus of the Space and Engineering (System Safety Option) from Texas A&M Advanced Communications University. He is a graduate of the U.S. Army Intern Research Institute (SACRI) Program in Safety Engineering. He has 19 years’ George Washington service in the safety career field for the U.S. Army University and over 40 years in System Safety, Range Safety, [email protected] and Risk Analysis experience. He has held various positions in safety and risk assessment both Joseph N. Pelton, Ph.D., is the former Dean of the Government and industry, in Huntsville, AL and International Space University and Director Emeritus Kwajalein, Marshall Islands. Early in his career he of the Space and Advanced Communications was the Safety Officer at a national range monitoring Research Institute (SACRI) at George Washington safety for over 200 launches. Prior to establishing University. Dr. Pelton also served as Director of the the Safety Engineering and Analysis Center (SEAC), Accelerated Masters Program in he founded A-P-T Research, Inc. in 1990, a company Telecommunications and Computers at the George that employs over 100 practicing safety Washington University from 1998 to 2004. Dr. Pelton professionals. Major contracts support the US was the founder of the Arthur C. Clarke Foundation Missile Defense Agency and NASA Kennedy Space and remains as the Vice Chairman on its Board of Center. Directors. He was also the Founding President of the Society of Satellite Professionals International. Tom has supported numerous U.S. and international Pelton is a widely published author with 35 books agencies that are developing risk-based standards. written, co-authored or co-edited. His Global Talk He is currently a member of Society of Risk won the Eugene Emme Literature Award and was Assessment and senior member of System Safety nominated for a Pulitzer Prize. During his career he Society and on the Board of Directors of also held various positions at Intelsat and Comsat International Association for the Advancement of including serving as Director of Project SHARE and Space Safety, chairing the Launch Safety Committee. Director of Strategic Policy for Intelsat. Intelsat’s He has authored more than 20 papers in technical Project SHARE gave birth to the Chinese National TV journals. University that now is the world’s largest tele- education program. Dr. Pelton is an Associate Fellow of the AIAA and a Fellow of the International ****************** Association for the Advancement of Space Safety (IAASS) where he also serves on the Executive Committee and chairs the Academic Committee. He is also the immediate Past President of the International Space Safety Foundation (ISSF). He received his degrees from the University of Tulsa, New York University and his doctorate from Georgetown University.

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Ms Adele Poubeau space consulting company. After graduating in Space Ph.D. student law from the Institute of Air and Space Law at McGill CERFACS University; he participated in ISU SSP12 last summer. [email protected] He is currently holding an intern position at Euroconsult, a space consulting company located in Paris. Previously he worked for French Space Agency on management of national space policy in Toulouse space center. His research interests include space policy and space law. He owns mankind-in- space.com, a website dedicated to his research interests.

Adèle Poubeau is a Ph.D. student under the direction ****************** of Dr. Roberto Paoli at CERFACS, the European research center for research and advanced training Dr Andy Quinn in scientific computing (www.cerfacs.fr, Toulouse, Chair of IAASS Suborbital France). She works in the Aviation and Environment Safety Technical Committee Team whose primary focus is the computational Saturn SMS modeling of aircraft and rocket emissions and their [email protected] environmental impact. Adèle studies how emissions from solid-fuel launchers affect the chemical composition of the atmosphere using sophisticated computational fluid dynamics tools such as high- resolution Large-Eddy Simulations (LES) on massively parallel architectures. Her research interests include fluid mechanics, combustion and numerical Dr Andy Quinn has 30 years’ experience in the methods. She holds an engineering degree from the military and civil aerospace industry. He is the Ecole Supérieure d'Electricité (Supélec) and a Master Managing Director of Saturn Safety Management of Science degree in advanced computational Systems Limited based in the United Kingdom. His methods for aeronautics from Imperial College company specializes in providing Systems Safety London. Engineering and Safety Management System services to the aerospace industry and also the ****************** emerging commercial human spaceflight Industry. Andy is a Chartered Engineer and completed his PhD Mr Maxime Puteaux research on commercial suborbital spaceflight safety Graduate student of Master in 2011. Andy is a member of the UK Space Agency – of Space and UK Civil Aviation Authority Spaceplane Certification Telecommunicaiton law, at working group and is the Chair of the IAASS IDEST, South Paris University Suborbital Safety Technical Committee. and Intern at Euroconsult Insitut du Droit de l'Espace et ****************** des Télécommunications [email protected]

Maxime Puteaux is a graduate student of master of law of space at Institut du Droit de l’Espace et des Télécommunications South Paris University. He currently doing is internship at Euroconsult, Paris, a 128

Mr Christian Ratterman impact : measurement campaign for launchers in Software designer and flight and launch range activities and industrial usability researcher for the activities. In charge of Sustaining of ISO 14001 Human Computer certification with an environmental management Interaction (HCI) Group at plan, Research activities for knowledge of impacts, the NASA Ames Research and projects of waste reductions and energy Center consumption mitigation. NASA ARC Christian.D.Ratterman@na ****************** sa.gov

Ms Isabelle Rongier Christian Ratterman is guiding the development of Founding Associated Fellow the ISS Hazard system and related integrations. He is Member of the currently on an extended assignment at Johnson International Association Space Center allowing him to more effectively for the Advancement of coordinate with organizations using the HCI group's Space Safety (IAASS), and software and services around the agency. Over the member of the IAASS last 6 years Mr. Ratterman's focus has been primarily Board. in Safety & Mission Assurance (S&MA) data systems, working with engineers at every center and multiple contractors to improve access to data and the utility Isabelle Rongier is General Inspector, Director of of data systems. For the last four years Mr. General Inspection and Quality, of the French Centre Ratterman has also been working with the National d’Etudes Spatiales (CNES) since April 2010, International Space Station's (ISS) S&MA community in charge of internal audit and risk assessment at to make ongoing operations more efficient; for Agency level, and responsible for quality standards example, by driving enhancements to the way data application in management processes and space is exchanged internationally. Additionally, Mr. projects. She’s also responsible for certifying Ratterman has guided the development of technical conformity to the French Space Operation Integrated Data Architecture plans for Constellation, Act before each space operation (launch operations ISS and the Human Research Program. and in orbit operations) is authorized. This certificate is then sent to French Ministry of Space on behalf of ****************** President of CNES.

Dr Sandrine Richard Before (2005-2010), Isabelle Rongier was the Environmental Expert Technical Director of CNES Launcher Directorate, CNES dealing with all technical domain of a launcher [email protected] design (solid, liquid and cryogenic propulsion, system and environment, mechanics and avionics). She has worked on all launchers operated from the European spaceport in French Guyana: Ariane 4 and 5, VEGA and Soyuz. She has always been deeply involved in safety methods and studies for all those launchers. Education : PhD in chemistry and environmental. 15 years of experience on water quality of hydroelectric From 1997 to 2005, Isabelle Rongier served as head dams (physicochemical quality, greenhouse gas of system department and senior expert on flight emission, mercury pollution…). Environmental management, including trajectory optimization, GNC expert since 2005 at CNES/French Guiana Space algorithms design and validation, on board flight Centre. Manage the studies on environmental software design and qualification, transient phases

129 analysis. All these skills are necessary assets for Marouf Saad received a B.Sc. and M.Sc. degrees in performing safety analyses. electrical engineering from Ecole Polytechnique of Montreal respectively in 1982 and 1984. In 1988, he ****************** received a Ph.D. from McGill University in electrical engineering. He joined Ecole de technologie Prof John Rummel superieure in 1987 where he is teaching control Director, Institute for Coastal theory and robotics courses. His research is mainly in Science and Policy nonlinear control, and optimization applied to East Carolina University robotics and flight control system. [email protected] ******************

Dr Fayssal Safie NASA Technical Fellow for Reliability and Maintainability Engineering As Director of East Carolina University’s Institute for NASA/MSFC Coastal Science and Policy, Rummel is responsible [email protected] for the Institute’s interdisciplinary coastal- and marine-related research activities and Coastal Resources Management PhD program. Prior to ECU he worked for NASA in Washington, DC (1986-1993 and 1998-2008). He has served as NASA’s Senior Scientist for Astrobiology and as Planetary • Dr. F. Safie is currently serving as The NASA Protection Officer, among other roles. From 1994 to Reliability and Maintainability (R&M) Technical 1998, he was the Director of Research Fellow lead. Administration and Education at the Marine • He joined NASA in 1986 as a reliability and quality Biological Laboratory in Woods Hole, Mass. He engineer at Marshall Space Flight Center (MSFC). received his PhD in community ecology and • Before joining Marshall, he served as a visiting evolution from Stanford University, and a BA in assistant professor at Cleveland State University. environmental biology from the University of • He received Over 50 honors and Awards including Colorado. Rummel is a Fellow of the American the NASA Exceptional Engineering Achievement Association for the Advancement of Science “for Medal, the NASA Flight Safety Award, the NASA leadership in fostering NASA-sponsored life science Quality Assurance Special Achievement Recognition research,” and a recipient of the International (QASAR) Award, and the NASA Silver Snoopy Award. Academy of Astronautics Life Sciences Award “for • Dr. Safie led the first NASA conducted Probabilistic significant and lasting contributions to the Risk Assessment (PRA) for the Space Shuttle Main advancement of the astronautical sciences.” Engine (SSME) in support of the major Shuttle propulsion elements upgrades. ****************** • He published over 40 papers in R&M Engineering, Probabilistic Risk Assessment, System Safety, Quality Mr Maarouf Saad Engineering, and Computer Simulation. • Besides his responsibility as a NASA Tech Fellow, Dr. Safie is serving as an Adjunct Professor in the Systems Engineering Department at the University of Alabama in Huntsville (UAH). • He has a Bachelor degree in science, a Bachelor, a Master, and a Doctorate in engineering.

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and simulation of distributed dynamic systems with application in cooperative robotics, emergency and Mr Yasuhiro Saito battlefield management, and infrastructure Associate Senior Engineer protection. His bio is in Marquis Whoâ€™s Who in JAXA the World and Cambridge Outstanding Intellectuals [email protected] of the 21st Century.

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Dr, Prof William Schonberg Professor and Department Chair Civil Engineering Back ground is flight analysis and flight safety. He Department Missouri took flight trajectory and regarding analysis of H-IIA University of Science and F7-13. After that, he is working as overall system Technology designer of H-III and Epsilon vehicle, which will be Missouri S&T next Japanese launch vehicle. Other than design of [email protected] the vehicle, he try to change the launch lightning commit criteria for the big frequency of the launch Dr. William P. Schonberg, P.E., has over 25 years delay. teaching and research experience in the areas of shock physics, spacecraft protection, hypervelocity ****************** impact, and penetration mechanics. The results of his research have been applied to a wide variety of Dr Peter Sapaty engineering problems, including the development of Chief Research Scientist orbital debris protection systems for spacecraft in Academy of Sciences low earth orbit, kinetic energy weapons, the collapse [email protected] of buildings under explosive loads, insensitive munitions, and aging aircraft. To date, Dr. Schonberg has published over 65 papers in refereed journals on these topics, and has presented over 65 papers at a broad spectrum of international scientific and professional meetings, including several invited papers. In recognition of his technical expertise and standing within the orbital debris community, Dr. Dr Peter Sapaty, Chief Research Scientist, Director of Schonberg has been invited to serve on five national Distributed Simulation and Control at the Ukrainian committees charged with reviewing key technical Academy of Sciences, is with networking for 45 issues related to the United States' space exploration years. Worked in Germany, UK, Canada and Japan as programs, including three NAE-NRC committees. In Alexander von Humboldt researcher, project leader, 2007 Dr. Schonberg received a Friedrich Wilhelm visiting and special invited professor, also chaired a Bessel Research Award from the Humboldt SIG on Mobile Technologies within Distributed Foundation in Germany. This award enabled him to Interactive Simulation project in the US. Peter spend seven months at the Fraunhofer Ernst Mach invented high-level distributed control technology Institute in Freiburg, Germany working on advanced used in different countries and resulted in a protection systems for satellites and developing European Patent and two John Wiley books, with the preliminary designs for safe lunar habitats using in- third one in progress. Published more than 160 situ materials for protection against meteoroid scientific papers on distributed system organizations. impacts. Current areas of interest: advanced command & control and models and languages for coordination ******************

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Mr Tommaso Sgobba Mr Nuno Silva President and Founding Program Manager Associated Fellow Member of Critical Software, S.A. the International Association [email protected] for the Advancement of Space m Safety (IAASS) ESA [email protected]

Until October 2012 Tommaso Sgobba has been responsible for flight safety at the European Space Nuno Silva is currently Program Manager for Agency (ESA), including human-rated systems, aeronautics, space, defense and transportation spacecraft re-entries, space debris, use of nuclear (ASDT) projects, mostly related with software and power sources, and planetary protection. He joined systems Certification, Verification, Validation and the European Space Agency in 1989, after 13 years in RAMS, at Critical Software SA. He graduated in the aeronautical industry. Initially he supported the Computer Engineering in 1997 at Ecole developments of the Ariane 5 launcher, several Polytechnique of Montreal University, in Canada, earth observation and meteorological satellites, and specializing in Robotics and Artificial Intelligence. He the early phase of the Hermes spaceplane. Later he has experience in management, specification, became product assurance and safety manager for design, implementation and validation of several all European manned missions on Shuttle, MIR projects since 1997. He has started in the financial station, and for the European research facilities for market, where he designed, implemented and the International Space Station. He chaired for 10 certified several applications for payment terminals years the ESA ISS Payload Safety Review Panel, He embedded systems. He was also involved with the was also instrumental in setting up the ESA Re-entry telecom market (Motorola) working in Montreal and Safety Review Panel. Chicago as worldwide responsible for iDEN Advanced Packet Duplicator. He joined Critical Software S.A. Tommaso Sgobba holds an M.S. in Aeronautical team back in 2002, and he’s been working in critical Engineering from the Polytechnic of Turin (Italy), systems since then. At Critical Software Nuno has where he was also professor of space system safety worked in the development of application for (1999-2001). He has published several articles and satellite data processing, independent verification papers on space safety, and co-edited the text book and validation of critical systems, dependability and “Safety Design for Space Systems”, published in 2009 safety techniques for safety critical systems, fault by Elsevier, that was also published later in Chinese. injection, product management, and several external He co-edited the book entitled “The Need for an consultancy projects in the ASDT markets. More Integrated Regulatory Regime for Aviation and recently Nuno has performed some business Space”, published by Springer in 2011. He is member development tasks, program and team management of the editorial board of the Space Safety Magazine. and has been managing ASDT related projects, namely safety critical projects that involve Tommaso Sgobba received the NASA recognition for verification, validation, RAMS, qualification and outstanding contribution to the International Space certification tasks (DO-178B, EN5012x, ECSS). Nuno Station in 2004, and the prestigious NASA Space Silva has been directly working with ESA, NASA, Flight Awareness (SFA) Award in 2007. JAXA, INPE, EADS Astrium, Thales Alenia Space, GE Transportation, Zodiac Cabin Controls, etc. ****************** ******************

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Mr Damon Stambolian ****************** Human Factors Engineers NASA Mr Nobuo Takeuchi damon.b.stambolian@nas Senior Chief Officer, S&MA a.gov JAXA [email protected]

Damon Stambolian is completing a Ph.D. in Industrial Engineering at the University of Miami’s 1980 Joint NASDA (former JAXA): in charge of Biomechanics Laboratory. Prior to his current Launch Vehicle Quality Assurance position in the KSC Engineering and Technology Directorate, he worked in the Constellation Ground 1984 In charge of Secondary Battery for Operations Project office, the Space Station Spacecraft Program, the Orbiter Space Plane Project, and the Space Shuttle Program at KSC. Within these 1988 Honorary Visiting Fellow, University Surrey, programs, he was involved with systems UK engineering, lessons learned, and human factors- related process improvements for ground processing 1990 In charge of Manned Space Systems S&MA operations, i.e., the assembly, maintenance, inspection of flight hardware. 1997 In charge of Research and Development

****************** 2000 In charge of Manned Space Systems S&MA

Dr Jinyuan Su 2008 Director, S&MA Lecturer, Xi'an Jiaotong University School of Law 2012 Senior Chief Officer, S&MA Xi'an Jiaotong University IAASS foundation member School of Law, China [email protected] ******************

Mr Ryo Ujiie Engineer on the Software Engineering Team, JEDI Center in JAXA Japan Aerospace PhD, Xi'an Jiaotong University School of Law, China; Exploration Agency Visiting Fellow (2009-2010), Lauterpacht Centre for [email protected] International Law, University of Cambridge, UK; Visiting Scholar (2008-2009), School of Law, King's College London, UK. Dr. Jinyuan Su's research interests lies in outer space law and the law of the He is engaged in System Safety, Model Based sea. His articles appeared in internationally refereed Engineering and Software Architecture researches. journals such as Journal of Space Law, Journal of Air He had worked on software IV&V of several Law and Commerce, Space policy, Ocean spacecrafts and related research from 2009 to 2012. Development and International Law, The He has been involved in System Safety research from International Journal of Marine and Coastal Law, etc. 2011 and Manned Spacecraft study project in JAXA 133 from 2012. He has been also involved in Model Telecom 2 routine and end of life operations at Based Engineering and Software Architecture french space agency CNES on behalf of external researches from 2012. He received a B.S. and an customers (resp ESA for Galileo and France Telecom M.S. in geophysics from Tohoku University. for TC2).

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Mr Juan-Luis Valero Ms Isavella Maria Coordinator of Space Vasilogeorgi Situational Awareness DCL Candidate, McGill IASL activities Erin J.C. Arsenault Fellow in European Union Satellite Space Governance Centre McGill Institute of Air & Space [email protected] Law ropa.eu [email protected] gill.ca

Mr Juan-Luis Valero is the Coordinator of SSA LL.B. (Athens); LL.M. (Athens); LL.M. (McGill IASL); activities within the European Union Satellite Centre DCL Candidate (McGill IASL). Attorney at Law, Athens (EUSatCen). Holds a Degree in Physics, a Degree in Bar Association. Member of several international Business Administration and postgraduate studies in academic organizations; author of articles on general Electrical and Space Engineering. The Project international law and air & space law; Erin J.C. Management Institute certifies him as a Project Arsenault Fellow in Space Governance (2010-2011 & Management Professional. Before joining the 2012-...) and International Aviation Women’s EUSatCen as Project Manager and Instructor, he was Association (IAWA) 2011 Scholarship Recipient; with the European Space Agency and the University McGill Law Faculty Teaching Fellow (2013-2014). of British Columbia. ****************** ****************** Mr Joram Verstraeten Mr Arnaud Varinois R&D Engineer ISIS Satellite Engineering National Aerospace Manager Laboratory the Netherlands CNES joram.verstraeten@nlr- [email protected] atsi.nl

In 2007 Mr. Verstraeten got his Master’s degree in Graduated from SUPAERO french high school, I have Aerospace Engineering from the Delft University of worked for major space french companies, Thales Technology in the Netherlands. His final thesis space and EADS Astrium in the technical field of concerned a study of the aerodynamics of so-called Satellite constellations and telecommunication C-wings; wings with a small horizontal plane satellites. During the past 7 years, I have been in attached to the tip of each winglet. Early 2008 Mr. charge of satellite operations for GALILEO LEOP and Verstraeten started at the Air Transport Safety 134

Institute (ATSI) of the National Aerospace Laboratory ESA until 1997: the Netherlands (NLR). One of the subjects Mr.  Hermes Structure and Thermal Protection Verstraeten worked on for the past 5 years is safety engineer risk management in aviation. Since two years Mr.  Hermes Spaceplane System engineer Verstraeten is putting his knowledge on safety risk  MSTP Technology Program, Head of management to use for the commercial space Structure, Fluidic and Propulsion Section industry. A steep learning curve by trial-and-error is  ARD Project Manager not granted to this emerging industry, it must use all  PTD Project Manager knowledge available to get it right the first time Aérospatiale, now Astrium Space Transportation: around. Mr. Verstraeten is a member of the  Re-entry and Planetary Exploration Program Suborbital Safety Technical Committee of the IAASS Manager since 2012.  Head of Advanced Studies and Reusable Launchers projects ******************  Ariane 5 VEB Development and Production Division Head Ms Myriam Vertueux  Chief Quality Officer Launcher Systems Safety  General Inspector & Head of Technical Expert Expertize CNES/CSG [email protected] ******************

Mr Sven Weikert Astos Solutions Head of Development and Branch Office Manager Stuttgart Astos Solutions GmbH Myriam Vertueux is graduated Engineer by the Ecole [email protected] Nationale Supérieure de Physique et Chimie of Bordeaux (1999, France). She joined CNES in Guiana Space Center ( CSG) in 2000 as a Deputy payload

Manager and was also involved in Guiana Space

Center laboratories activities as laboratories engineer. Since 2005, she is a member of Guiana Sven Weikert was born in the northern part of Space Center Safety team. Payload Safety Expert for Germany in 1974. After finalizing school and military 5 years till 2011, she is now, in charge of Safety service he studied aerospace engineering at the aspects for launcher on board systems and University of Stuttgart. In 2003 he achieved his associated Ground facilities. diploma degree and became a project engineer at the Technology Transfer Initiative of the University ****************** of Stuttgart, working in the field of trajectory optimization and vehicle design. Since 2006 he is the Philippe Watillon head of the development team of Astos Solutions [email protected] and in 2007 he was also appointed branch office manager of the Astos Solutions site in Stuttgart. Graduated from Université Libre de Bruxelles: Since 2006 Sven Weikert has been working in the  In 1981, as Mechanical and Electrical field of re-entry risk assessment. Since then he Engineer participated in several ESA projects related to space  In 1982 as Aeronautical Construction safety aspects like for example „Space Surveillance Engineer. and Tracking Precursor Services Operations“, „Orbit Sonaca until 1987: Propagation Algorithms for Space Situational  Structure and Composite Material engineer Awareness“ as well as risk analyses for ATV. Several 135 safety-related tools were developed under his Maj. Gen. Margaret H. leadership. Woodward

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Dr Paul Wilde Technical Advisor to Chief Engineer Federal Aviation Administration, Office of Maj. Gen. Margaret H. Woodward is the Air Force Commercial Space Chief of Safety, Headquarters U.S. Air Force, Transportation Washington, D.C., and Commander, Air Force Safety [email protected] Center, Kirtland Air Force Base, N.M. She develops, executes and evaluates all Air Force aviation, ground, weapons, space and system mishap prevention, and nuclear surety programs to preserve combat readiness. Additionally, she directs research Dr. Paul Wilde is a founding fellow of the IAASS with to promote safety awareness and mishap 22 years experience in space safety standards prevention, oversees mishap investigations, development, launch and re-entry safety evaluates corrective actions, and ensures evaluations, explosive safety analysis, and implementation. Finally, she manages, develops and operations safety. During the Columbia accident directs all Air Force safety and risk management investigation, he was the principal investigator of courses. public safety issues and provided technical oversight for the foam impact tests. He also performed key General Woodward entered the Air Force in 1983 as roles in the independent flight safety evaluations for a graduate of Arizona State University, earning a the maiden flights of the ATV, Atlas V, Delta IV, Bachelor of Science degree in aerospace Falcon 9-Dragon, Space Ship 1, and the Titan IVB. He engineering. Her career includes a variety of has been a leader in the development of several operational and staff positions, including command major US regulations and standards on launch and at the squadron, group, wing and numbered Air re-entry risk management. He has published over Force levels. She flew and commanded in operations 100 technical reports and papers. He is a licensed Just Cause, Northern Watch, Southern Watch, Allied professional engineer in Texas, with degrees in Force, Enduring Freedom and Iraqi Freedom. Mechanical Engineering from the University of Additionally, General Woodward was Commander, California. 17th Air Force and US Air Forces Africa and served as Coalition Forces Air Component Commander for ****************** Operation Odyssey Dawn. Prior to her current assignment, General Woodward was Acting Director, Operational Planning, Policy and Strategy, Deputy Chief of Staff, Operations, Plans and Requirements, Headquarters U.S. Air Force, Washington, D.C.

Education 1982 Bachelor of Science degree in aerospace engineering, Arizona State University, Tempe 1995 Air Command and Staff College, Maxwell AFB, Ala. 1997 Master's degree in aviation science, Embry- Riddle Aeronautical University, Daytona Beach, Fla.

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2001 Master's degree in national security strategy, D.C., and Commander, Air Force Safety Center, National War College, Fort Lesley J. McNair, Kirtland AFB, N.M. Washington, D.C. Summary of Joint Assignments Assignments July 1995 - July 1998, Deputy Director and Director, 1. January 1983 - November 1983, student, Protocol, Office of the Secretary of Defense and undergraduate pilot training, Columbus AFB, Miss. Deputy Secretary of Defense, the Pentagon, 2. November 1983 - April 1987, T-38 instructor pilot, Washington, D.C., as a major and lieutenant colonel. Columbus AFB, Miss. 3. April 1987 - September 1990, KC-135 flight Flight Information examiner and aircraft commander, Plattsburgh AFB, Rating: Command pilot N.Y. Flight hours: More than 3,800 4. September 1990 - August 1994, T-38 flight Aircraft flown: T-37B, T-38A, KC-135A, KC-135Q, KC- commander, flight examiner and operations group 135R, KC-135T, C-37A, C-40B and C-130J executive officer, Laughlin AFB, Texas 5. August 1994 - July 1995, student, Air Command Major Awards and Decorations and Staff College, Maxwell AFB, Ala. Distinguished Service Medal 6. July 1995 - July 1998, Deputy Director and Director Defense Superior Service Medal with oak leaf cluster of Protocol, and military assistant, Office of the Legion of Merit with two oak leaf clusters Secretary of Defense and Deputy Secretary of Bronze Star Medal Defense, the Pentagon, Washington, D.C. Meritorious Service Medal with two oak leaf clusters 7. July 1998 - July 2000, operations officer and Air Force Commendation Medal Commander, 97th Air Refueling Squadron, Fairchild AFB, Wash. Effective dates of promotion 8. July 2000 - July 2001, student, National War Second Lieutenant Oct. 20, 1982 College, Fort Lesley J. McNair, Washington, D.C. First Lieutenant Oct. 20, 1984 9. July 2001 - March 2002, Director, Commander's Captain Oct. 20, 1986 Action Group, Office of the Deputy Chief of Staff for Major Oct. 1, 1994 Air and Space Operations, and Deputy Chief, Lieutenant Colonel Jan. 1, 1998 Strategy, Concepts and Doctrine Division, Colonel Aug. 1, 2002 Headquarters U.S. Air Force, Washington, D.C. Brigadier General June 24, 2008 10. March 2002 - March 2004, Commander, 12th Major General April 1, 2011 Operations Group, Randolph AFB, Texas (Current as of September 2012) 11. March 2004 - February 2005, Deputy Director for Colonel Matters, Air Force Senior Leader ****************** Management Office, Washington, D.C. 12. February 2005 - March 2007, Commander, 6th Mr Norul Ridzuan Zakaria Air Mobility Wing, MacDill AFB, Fla. Founder & President of 13. March 2007 - January 2009, Commander, 89th Spaceport Malaysia Airlift Wing, Andrews AFB, Md. Spaceport Malaysia 14. January 2009 - June 2010, Vice Commander, 18th [email protected] Air Force, Scott AFB, Ill. 15. June 2010 - April 2012, Commander, 17th Air Force, Ramstein AB, Germany. 16. May 2012 - September 2012, Acting Director, Operational Planning, Policy & Strategy, Deputy Chief of Staff, Operations, Plans and Requirements, Headquarters U.S. Air Force, Washington, D.C. 17. September 2012 - present, Air Force Chief of Norul Ridzuan Zakaria is the Founder & President of Safety, Headquarters U.S. Air Force, Washington, Spaceport Malaysia and a Board Member of IAASS. 137

He has been presenting papers at international conferences on commercial space travel focusing on commercial spaceport and spaceplane operation since 2007. At Spaceport Malaysia, he is leading the programs to realize a low cost satellite launch and development of suborbital spaceplane.

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