## 1 Introduction
Less frequently, the range for minisatellites is extended to 1000 kg [11]. A new carrying structure, called VESPA (Vega Secondary Payload Adapter) dedicated to Vega launchers was developed by European Supervisory Authorities (ESA). VESPA can carry a 1000 kg main satellite on the top and a secondary payload of 600 kg in the internal cone. The Small Spacecraft Mission Service (SSMS) modular dispenser can accommodate any combination of 1 kg CubeSats up to 500 kg minisatellites, from a main large satellite with smaller companions to multiple small satellites, or dozens of individual CubeSats [12]. In Figure 1 an SSMS representation is shown with different types of small satellites hosted in two main sections, the hexagonal lower section takes a dozen CubeSats or six small satellites while the upper section is used for micro, minisatellites and small satellites. Both sections can also be used independently. Manufacturing in the aerospace industry is subject to various interactive technical and economic goals, including functional performance, cycle time reduction, weight reduction, complexity, cost control, and sustainability. Each of these objectives is intertwined, and each component must be carefully addressed when selecting an ideal design solution. The relative relevance of these aims is determined by the unique aeronautical application [13]. Structure technical performance and permitted mission-defined payload are constrained, which means that reducing system mass directly correlates to improved economic and technical performance, such as lower fuel costs, lower emissions, greater payloads, and extended range [14]. One of the primary reasons for using Additive manufacturing (AM) in aircraft is the huge cost savings and shorter lead time that can be achieved when compared to traditional production [15]. It is generally cheaper and faster for low-number, geometrically complex parts that would require time-consuming and complex machining [16]. Aerospace components are complicated and frequently need unique alloys with extensive procurement lead time in a wrought form, as well as substantial processing time to shape, machine, fabricate, or assemble. The different inspections and traceability requirements of materials and parts are carried out throughout the process, notably increasing the lead time. AM provides a significant opportunity to cut costs via an efficient supply chain and reduced lead time, as well as logistical benefits [17]. There are various examples of cost savings and lead time reductions [18]. AM is being recognized as a fabrication technology that delivers revenue to the aerospace industry throughout its supply chain and repair operations [15]. In 2017, Boeing began using at least four AM titanium alloy parts to produce its 787 Dreamliner aircraft, with near-term plans to manufacture nearly 1000 parts through AM to save $23 million per aircraft [19]. Airbus, another major player in AM space, has installed AM metal brackets and vent tubes on Airbus A320 neo and the A350 XWB test aircraft [20]. NASA, the European Space Agency, SpaceX, Honeywell Aerospace, Lockheed Martin, and Northrop Grumman are exploring the use of AM igniters, injectors and combustors in their rocket engines. Given the low production rate of satellites and launch vehicles in the space industry, AM technology could pave the way for lighter and more sophisticated parts. Another important AM benefit is part consolidation. Traditionally, complicated aerospace components are made up of several basic elements that are connected with various types of fasteners (welds, bolts, and brazes). When compared to a single part, such assemblies have inferior reliability and higher inspection, tooling, and maintenance costs [21]. For example, the Eurostar E3000 satellite used an Airbus 3-D-printed aluminum element.