This article summarizes reporting by Space.com and Mike Wall, alongside official statements from SpaceX and CAS Space.

Orbital Near-Miss Highlights Growing Congestion Risks

A significant safety incident in Low Earth Orbit (LEO) has sparked a public dispute between SpaceX and a Chinese commercial launch provider. On Friday, December 12, 2025, a newly deployed payload from a Chinese rocket passed within approximately 200 meters (656 feet) of an operational Starlink satellite. The event has drawn sharp criticism from SpaceX regarding international data-sharing protocols.

According to reporting by Space.com, the close approach occurred at an altitude of roughly 560 kilometers. The incident involved STARLINK-6079, a satellite that has been in service for over two years, and a payload launched just 48 hours prior aboard a Kinetica-1 (Lijian-1) rocket. SpaceX officials stated that they received no prior coordination regarding the new object’s trajectory.

The event underscores the increasing complexity of space traffic management as commercial entities globally accelerate their Launch cadences. With thousands of satellites currently in orbit and thousands more planned for megaconstellations, the margin for error in LEO is shrinking.

Incident Timeline and Technical Details

Data compiled from US Space Force tracking and independent orbital analysts indicates the encounter took place over the eastern Pacific Ocean at approximately 1:42 AM EST. The Chinese launch vehicle, operated by CAS Space (a commercial spinoff of the Chinese Academy of Sciences), lifted off on December 10, 2025, from the Jiuquan Satellite Launch Center.

The rocket carried nine satellites, including payloads for the UAE, Egypt, and Nepal, alongside domestic Chinese satellites. One of these objects, tracked as Object 67001, drifted into the operational shell of the Starlink constellation shortly after deployment.

The “Blind” Approach

The core of the controversy lies in the lack of shared orbital data, known as ephemeris. Ephemeris data provides precise predictive positioning for a satellite. Without it, existing operators must rely on radar tracking, which can be delayed or less accurate for newly launched objects.

In a statement on X (formerly Twitter), Michael Nicolls, VP of Starlink Engineering, highlighted the danger of this information gap:

“As far as we know, no coordination or deconfliction with existing satellites operating in space was performed…”

, Michael Nicolls, via X

Nicolls further noted that the lack of pre-launch coordination resulted in the 200-meter close approach, a distance considered critically unsafe given the relative velocities in LEO, which often exceed 17,000 miles per hour.

Conflicting Narratives: SpaceX vs. CAS Space

While SpaceX has characterized the event as a failure of coordination, the Chinese launch provider has defended its operations. CAS Space released a statement asserting that it adhered to all mandatory domestic procedures and utilized a ground-based space awareness system to select its launch window.

The company emphasized that the near-miss occurred nearly two days after payload separation, suggesting that the launch phase had technically concluded. However, SpaceX argues that the responsibility to share trajectory data extends to the early drift phase of a satellite’s life, particularly when launching into a densely populated orbital shell like Starlink’s.

CAS Space has since expressed a willingness to re-establish collaborations to improve future Safety, acknowledging the need for better communication channels.

AirPro News Analysis: The Need for Standardization

This incident illustrates a critical regulatory gap in the modern space race. While the US Space Force and major operators like SpaceX and NASA treat ephemeris sharing as a standard best practice, there is no binding international law requiring it. As China develops its own megaconstellations, such as the “Thousand Sails” project, the frequency of these interactions will statistically increase.

We observe that relying solely on reactive collision avoidance based on Radar-Systems data is becoming insufficient. Without proactive, automated data exchange between rival operators, the risk of a catastrophic collision generating long-lasting debris fields (the Kessler Syndrome) remains a pressing concern for the entire industry.

Frequently Asked Questions

What is ephemeris data?
Ephemeris data is a set of numbers that provides the precise position and velocity of a satellite at a given time. Operators share this to predict where their spacecraft will be in the future, allowing others to plan avoidance maneuvers.

Was there a collision?
No. The satellites passed within approximately 200 meters of each other. While they did not collide, this distance is considered extremely dangerous in space operations.

Who is CAS Space?
CAS Space (Beijing Zhongke Aerospace Exploration Technology Co., Ltd.) is a Chinese commercial launch provider spun off from the Chinese Academy of Sciences. They operate the Kinetica-1 solid-fueled rocket.

Is the Starlink satellite still operational?
Yes. Both the Starlink satellite and the Chinese payload survived the encounter and continue to be tracked in orbit.

Sources: Space.com, CAS Space Statements

This article is based on an official press release from Thales Group and Aireon.

Thales and Aireon Launch Space-Based Air Traffic Flow Management Initiative in Asia-Pacific

Thales and Aireon have announced a strategic expansion of their partnership into the Asia-Pacific (APAC) region, aiming to modernize air traffic flow management (ATFM) through the integration of space-based surveillance data. According to the joint announcement, the initiative combines Thales’s “TopSky-Flow” platform with Aireon’s global Automatic Dependent Surveillance-Broadcast (ADS-B) data to address the region’s rapid aviation growth and complex airspace challenges.

A central component of this partnership is the launch of a trial program designed for Air Navigation Service Providers (ANSPs) and airlines within the APAC region. The companies stated that stakeholders will be offered free access to these integrated tools, allowing them to run “what-if” operational scenarios. This approach enables operators to evaluate how enhanced long-range visibility could mitigate specific operational bottlenecks without an immediate financial commitment.

Integrating Space-Based Data with Flow Management

The core of the announcement focuses on the technological integration of two distinct systems: Thales’s TopSky-Flow and AireonFLOW. While traditional ground-based radar and ADS-B stations are limited by line-of-sight, creating “blind spots” over oceans and remote terrain, Aireon’s system utilizes receivers hosted on the Iridium satellite constellation to provide 100% global coverage.

By feeding this real-time, space-based position data into the TopSky-Flow cloud-based platform, the partnership aims to provide ANSPs with a predictive view of air traffic demand hours in advance. This capability allows controllers to manage flows strategically rather than reactively.

Addressing Regional Infrastructure Gaps

The Asia-Pacific region presents unique challenges that this technology aims to address. According to industry data included in the report, the region hosts nine of the world’s top 10 busiest international air routes, such as Kuala Lumpur–Singapore and Hong Kong–Taipei. However, the airspace remains fragmented across numerous Flight Information Regions (FIRs) with varying levels of infrastructure.

Critical trade arteries like the South China Sea and complex airspaces such as the Singapore and Manila FIRs often lack comprehensive ground-based surveillance in their centers. The integration of space-based data is intended to eliminate these blind spots, ensuring continuous tracking for conflict avoidance and search and rescue operations.

Projected Operational Benefits

The partnership highlights several key metrics for success based on similar implementations of space-based ADS-B technology in other regions. Data from deployments by NATS in the UK and NAV CANADA suggests that enhanced surveillance can lead to significant sustainability and capacity improvements.

“NATS and NAV CANADA reported saving 45,000 tonnes of CO2 and £19 million in fuel costs annually after implementing space-based ADS-B.”

Industry research regarding North Atlantic implementations

Furthermore, “safety-grade” surveillance has previously allowed controllers in the North Atlantic to reduce separation distances between aircraft from approximately 40–80 nautical miles to 14–17 nautical miles. Thales and Aireon aim to replicate these efficiency gains in the APAC region, allowing for more optimal continuous descent profiles and reduced holding patterns.

AirPro News Analysis

The Shift to Virtual Infrastructure

We view this partnership as a significant indicator of the aviation industry’s shift from physical to virtual infrastructure. In a region facing a “capacity crunch,” building physical radar towers to cover vast oceanic expanses is neither cost-effective nor feasible. The move to integrate Aireon’s “safety-grade” data, which distinguishes it from competitors like Spire Global that utilize nano-satellites primarily for logistics, into the Thales ecosystem suggests a push toward higher-fidelity, certified data for critical air traffic control operations.

This collaboration also positions Thales competitively against other major ATFM providers like Metron Aviation. By embedding space-based data directly into the TopSky workflow, Thales is offering a solution that enhances resilience against ground-equipment failures, such as the technical outage that affected the Manila FIR in January 2023.

Frequently Asked Questions

What is the main goal of the Thales and Aireon partnership in APAC?

The primary goal is to improve air traffic flow management, reduce congestion, and enhance cross-border collaboration by providing ANSPs with a comprehensive, long-range view of air traffic derived from space-based data.

How does space-based ADS-B differ from ground-based radar?

Ground-based radar is limited by line-of-sight and cannot track aircraft over oceans or remote areas. Space-based ADS-B, hosted on satellites, provides real-time global coverage, eliminating these blind spots.

What is the “what-if” trial program?

It is an initiative offering APAC airlines and ANSPs free access to the TopSky-Flow platform to test operational scenarios and demand predictions without a financial commitment.

Sources

• Thales Group

This article is based on an official report from Boeing and additional data from NASA Artemis program updates.

Boeing Prepares Artemis II SLS for Historic Rollout to Launch Pad

The fully integrated Space Launch System (SLS) rocket destined for the Artemis II mission is poised to leave the Vehicle Assembly Building (VAB) at NASA’s Kennedy Space Center. According to a report published on Boeing’s internal news network (BNN), the massive vehicle is currently undergoing final preparations for its transfer to Launch Complex 39B, a critical milestone that signals the return of crewed lunar exploration capabilities.

This upcoming “rollout” represents a significant achievement for the aerospace manufacturers and the wider Artemis program. It marks the first time since the Apollo era that a rocket built specifically to carry humans to the Moon has been readied for the launch pad. The vehicle, comprised of the Boeing-built Core Stage 2, twin Solid Rocket Boosters, and the Lockheed Martin Orion spacecraft, is now fully stacked and awaiting its journey on the crawler-transporter.

From Assembly to the Pad

The road to this moment has involved years of manufacturing and months of precise integration. Boeing delivered Core Stage 2 to Florida in July 2024, where it joined the Solid Rocket Boosters inside the VAB. The stacking process concluded on October 20, 2025, when the Orion spacecraft was lifted and mated to the top of the rocket.

According to Boeing’s internal reporting, the focus has now shifted to the rollout itself. This event is not merely symbolic; it is a logistical necessity to facilitate the next phase of testing. The crawler-transporter will move the 322-foot (98-meter) tall behemoth at a top speed of just 1 mph, a delicate operation expected to take place between late December 2025 and early January 2026.

The Wet Dress Rehearsal

Once the SLS arrives at Launch Complex 39B, the operations team will prepare for a “Wet Dress Rehearsal” (WDR). This critical test involves loading the rocket with cryogenic propellants, liquid hydrogen and liquid oxygen, and proceeding through a launch countdown simulation. The engines will not be ignited, but the test verifies that the vehicle, ground systems, and launch software can communicate and function flawlessly under flight-like conditions.

“The hardware is no longer just metal; it is now a vehicle waiting for its crew.”

, Industry observation regarding the Artemis II stack

Mission Profile and Timeline

The Artemis II mission is distinct from its predecessor, Artemis I, in its primary payload: people. The mission will carry four astronauts, Commander Reid Wiseman, Pilot Victor Glover, and Mission Specialists Christina Koch and Jeremy Hansen, on a flyby around the Moon. This flight is designed to validate the life support systems, crew displays, and manual piloting capabilities of the Orion spacecraft.

Current schedules target a launch as early as February 2026, an acceleration from previous estimates that placed the mission in April. The successful completion of the upcoming Wet Dress Rehearsal is the final major hurdle before a launch date can be firmly locked in.

AirPro News Analysis

The Significance of a “Human-Rated” Rollout

While the rollout of Artemis I was a spectacle, the movement of the Artemis II vehicle carries a heavier weight. This is the first “human-rated” vehicle in the SLS program. For Boeing, this moment offers a chance to reshape the narrative surrounding its space division. After facing scrutiny over delays and budget constraints, delivering a flight-ready Core Stage that has successfully integrated with the Orion capsule is a tangible validation of their engineering capabilities.

We observe that the successful integration of systems from different prime contractors, specifically Boeing’s Core Stage and avionics with Lockheed Martin’s Orion, demonstrates the maturity of the SLS architecture. If the Wet Dress Rehearsal proceeds without the valve issues or leaks that plagued Artemis I, it will strongly suggest that the program has moved past its “teething” phase and entered an operational cadence.

Frequently Asked Questions

When will Artemis II launch?
Current targets suggest a launch window opening in February 2026, pending the results of the Wet Dress Rehearsal.

Who is flying on Artemis II?
The crew consists of NASA astronauts Reid Wiseman, Victor Glover, and Christina Koch, along with Canadian Space Agency astronaut Jeremy Hansen.

What is the purpose of the rollout?
The rollout moves the rocket to the launch pad to conduct fueling tests (Wet Dress Rehearsal) and verify ground system connections before the actual flight.

Sources

• Boeing Internal News (BNN)
• NASA Artemis Program Updates