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At least 1,243 records · Page 69
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NASA NTRS2007

Multiple-Agent Air/Ground Autonomous Exploration Systems

Autonomous systems of multiple-agent air/ground robotic units for exploration of the surfaces of remote planets are undergoing development. Modified versions of these systems could be used on Earth to perform tasks in environments dangerous or inaccessible to humans: examples of tasks could include scientific exploration of remote regions of Antarctica, removal of land mines, cleanup of hazardous chemicals, and military reconnaissance. A basic system according to this concept (see figure) would include a unit, suspended by a balloon or a blimp, that would be in radio communication with multiple robotic ground vehicles (rovers) equipped with video cameras and possibly other sensors for scientific exploration. The airborne unit would be free-floating, controlled by thrusters, or tethered either to one of the rovers or to a stationary object in or on the ground. Each rover would contain a semi-autonomous control system for maneuvering and would function under the supervision of a control system in the airborne unit. The rover maneuvering control system would utilize imagery from the onboard camera to navigate around obstacles. Avoidance of obstacles would also be aided by readout from an onboard (e.g., ultrasonic) sensor. Together, the rover and airborne control systems would constitute an overarching closed-loop control system to coordinate scientific exploration by the rovers.

Fink, Wolfgang↗
NASA NTRS2007

Solving Equations of Multibody Dynamics

Darts++ is a computer program for solving the equations of motion of a multibody system or of a multibody model of a dynamic system. It is intended especially for use in dynamical simulations performed in designing and analyzing, and developing software for the control of, complex mechanical systems. Darts++ is based on the Spatial-Operator- Algebra formulation for multibody dynamics. This software reads a description of a multibody system from a model data file, then constructs and implements an efficient algorithm that solves the dynamical equations of the system. The efficiency and, hence, the computational speed is sufficient to make Darts++ suitable for use in realtime closed-loop simulations. Darts++ features an object-oriented software architecture that enables reconfiguration of system topology at run time; in contrast, in related prior software, system topology is fixed during initialization. Darts++ provides an interface to scripting languages, including Tcl and Python, that enable the user to configure and interact with simulation objects at run time.

Jain, Abhinandan↗
NASA NTRS2007

WMAP C&DH Software

The command-and-data-handling (C&DH) software of the Wilkinson Microwave Anisotropy Probe (WMAP) spacecraft functions as the sole interface between (1) the spacecraft and its instrument subsystem and (2) ground operations equipment. This software includes a command-decoding and -distribution system, a telemetry/data-handling system, and a data-storage-and-playback system. This software performs onboard processing of attitude sensor data and generates commands for attitude-control actuators in a closed-loop fashion. It also processes stored commands and monitors health and safety functions for the spacecraft and its instrument subsystems. The basic functionality of this software is the same of that of the older C&DH software of the Rossi X-Ray Timing Explorer (RXTE) spacecraft, the main difference being the addition of the attitude-control functionality. Previously, the C&DH and attitude-control computations were performed by different processors because a single RXTE processor did not have enough processing power. The WMAP spacecraft includes a more-powerful processor capable of performing both computations.

Cudmore, Alan↗
NASA NTRS2007

Loss-of-Control-Inhibitor Systems for Aircraft

Systems to provide improved tactile feedback to aircraft pilots are being developed to help the pilots maintain harmony between their control actions and the positions of aircraft control surfaces, thereby helping to prevent loss of control. A system of this type, denoted a loss-of-control-inhibitor system (LOCIS) can be implemented as a relatively simple addition to almost any pre-existing flight-control system. The LOCIS concept offers at least a partial solution to the problem of (1) keeping a pilot aware of the state of the control system and the aircraft and (2) maintaining sufficient control under conditions that, as described below, have been known to lead to loss of control. Current commercial aircraft exhibit uneven responses of primary flight-control surfaces to aggressive pilot control commands, leading to deterioration of pilots ability to control their aircraft. In severe cases, this phenomenon can result in loss of control and consequent loss of aircraft. For an older aircraft equipped with a purely mechanical control system, the loss of harmony between a pilot s command action and the control- surface response can be attributed to compliance in the control system (caused, for example, by stretching of control cables, flexing of push rods, or servo-valve distortion). In a newer aircraft equipped with a fly-by-wire control system, the major contributions to loss of harmony between the pilot and the control surfaces are delays attributable to computer cycle time, control shaping, filtering, aliasing, servo-valve distortion, and actuator rate limiting. In addition, a fly-by-wire control system provides no tactile feedback that would enable the pilot to sense such features of the control state as surface flutter, surface jam, position limiting, actuator rate limiting, and control limiting imposed by the aircraft operational envelope. Hence, for example, when a pilot is involved in aggressive closed-loop maneuvering, as when encountering a wake-vortex upset on final landing approach, the control-surface delay can lead to loss of control. Aggressive piloting can be triggered and exacerbated by control-system anomalies, which the pilot cannot diagnose because of the lack of symptoms caused by the absence of feedback through the controls. The purpose served by a LOCIS is to counteract these adverse effects by providing real-time feedback that notifies the pilot that the aircraft is tending to lag the pilot s commands. A LOCIS (see figure) includes cockpit control input-position sensors, control-surface output-position sensors, variable dampers (for example, shock absorbers containing magneto-rheological fluids such that the damping forces can be varied within times of the order of milliseconds by varying applied magnetic fields) attached to the cockpit control levers, electromagnet coils to apply the magnetic fields, and feedback control circuits to drive the electromagnet coils. The feedback control gains are chosen so that the current applied to each electromagnet coil results in a damping force that increases in a suitable nonlinear manner (e.g., exponentially) with the difference between the actual and commanded positions of the affected control surface. The increasing damping force both alerts the pilot to the onset of a potentially dangerous situation and resists the pilot s effort to command a control surface to change position at an excessive rate

AHarrah, Ralph C.↗
NASA NTRS2009

Control of Systems With Slow Actuators Using Time Scale Separation

This paper addresses the problem of controlling a nonlinear plant with a slow actuator using singular perturbation method. For the known plant-actuator cascaded system the proposed scheme achieves tracking of a given reference model with considerably less control demand than would otherwise result when using conventional design techniques. This is the consequence of excluding the small parameter from the actuator dynamics via time scale separation. The resulting tracking error is within the order of this small parameter. For the unknown system the adaptive counterpart is developed based on the prediction model, which is driven towards the reference model by the control design. It is proven that the prediction model tracks the reference model with an error proportional to the small parameter, while the prediction error converges to zero. The resulting closed-loop system with all prediction models and adaptive laws remains stable. The benefits of the approach are demonstrated in simulation studies and compared to conventional control approaches.

Stepanyan, Vehram↗
NASA NTRS2009

Stability and Performance Metrics for Adaptive Flight Control

This paper addresses the problem of verifying adaptive control techniques for enabling safe flight in the presence of adverse conditions. Since the adaptive systems are non-linear by design, the existing control verification metrics are not applicable to adaptive controllers. Moreover, these systems are in general highly uncertain. Hence, the system's characteristics cannot be evaluated by relying on the available dynamical models. This necessitates the development of control verification metrics based on the system's input-output information. For this point of view, a set of metrics is introduced that compares the uncertain aircraft's input-output behavior under the action of an adaptive controller to that of a closed-loop linear reference model to be followed by the aircraft. This reference model is constructed for each specific maneuver using the exact aerodynamic and mass properties of the aircraft to meet the stability and performance requirements commonly accepted in flight control. The proposed metrics are unified in the sense that they are model independent and not restricted to any specific adaptive control methods. As an example, we present simulation results for a wing damaged generic transport aircraft with several existing adaptive controllers.

Stepanyan, Vahram↗
NASA NTRS2003

The Fizeau Interferometer Testbed

The Fizeau Interferometer Testbed (FIT) is a collaborative effort between NASA's Goddard Space Flight Center, the Naval Research Laboratory, Sigma Space Corporation, and the University of Maryland. The testbed will be used to explore the principles of and the requirements for the full, as well as the pathfinder, Stellar Imager mission concept. It has a long term goal of demonstrating closed-loop control of a sparse array of numerous articulated mirrors to keep optical beams in phase and optimize interferometric synthesis imaging. In this paper we present the optical and data acquisition system design of the testbed, and discuss the wavefront sensing and control algorithms to be used. Currently we have completed the initial design and hardware procurement for the FIT. The assembly and testing of the Testbed will be underway at Goddard's Instrument Development Lab in the coming months.

OPTICS DESIGN↗
NASA NTRS2009

Adaptive Control of a Transport Aircraft Using Differential Thrust

The paper presents an adaptive control technique for a damaged large transport aircraft subject to unknown atmospheric disturbances such as wind gust or turbulence. It is assumed that the damage results in vertical tail loss with no rudder authority, which is replaced with a differential thrust input. The proposed technique uses the adaptive prediction based control design in conjunction with the time scale separation principle, based on the singular perturbation theory. The application of later is necessitated by the fact that the engine response to a throttle command is substantially slow that the angular rate dynamics of the aircraft. It is shown that this control technique guarantees the stability of the closed-loop system and the tracking of a given reference model. The simulation example shows the benefits of the approach.

Stepanyan, Vahram↗
NASA NTRS2010

Adaptive Control Allocation in the Presence of Actuator Failures

In this paper, a novel adaptive control allocation framework is proposed. In the adaptive control allocation structure, cooperative actuators are grouped and treated as an equivalent control effector. A state feedback adaptive control signal is designed for the equivalent effector and allocated to the member actuators adaptively. Two adaptive control allocation algorithms are proposed, which guarantee closed-loop stability and asymptotic state tracking in the presence of uncertain loss of effectiveness and constant-magnitude actuator failures. The proposed algorithms can be shown to reduce the controller complexity with proper grouping of the actuators. The proposed adaptive control allocation schemes are applied to two linearized aircraft models, and the simulation results demonstrate the performance of the proposed algorithms.

Liu, Yu↗
NASA NTRS2004

Simulation Testing of Embedded Flight Software

Virtual Real Time (VRT) is a computer program for testing embedded flight software by computational simulation in a workstation, in contradistinction to testing it in its target central processing unit (CPU). The disadvantages of testing in the target CPU include the need for an expensive test bed, the necessity for testers and programmers to take turns using the test bed, and the lack of software tools for debugging in a real-time environment. By virtue of its architecture, most of the flight software of the type in question is amenable to development and testing on workstations, for which there is an abundance of commercially available debugging and analysis software tools. Unfortunately, the timing of a workstation differs from that of a target CPU in a test bed. VRT, in conjunction with closed-loop simulation software, provides a capability for executing embedded flight software on a workstation in a close-to-real-time environment. A scale factor is used to convert between execution time in VRT on a workstation and execution on a target CPU. VRT includes high-resolution operating- system timers that enable the synchronization of flight software with simulation software and ground software, all running on different workstations.

Shahabuddin, Mohammad↗
NASA NTRS2004

Two-Armed, Mobile, Sensate Research Robot

The Anthropomorphic Robotic Testbed (ART) is an experimental prototype of a partly anthropomorphic, humanoid-size, mobile robot. The basic ART design concept provides for a combination of two-armed coordination, tactility, stereoscopic vision, mobility with navigation and avoidance of obstacles, and natural-language communication, so that the ART could emulate humans in many activities. The ART could be developed into a variety of highly capable robotic assistants for general or specific applications. There is especially great potential for the development of ART-based robots as substitutes for live-in health-care aides for home-bound persons who are aged, infirm, or physically handicapped; these robots could greatly reduce the cost of home health care and extend the term of independent living. The ART is a fully autonomous and untethered system. It includes a mobile base on which is mounted an extensible torso topped by a head, shoulders, and two arms. All subsystems of the ART are powered by a rechargeable, removable battery pack. The mobile base is a differentially- driven, nonholonomic vehicle capable of a speed >1 m/s and can handle a payload >100 kg. The base can be controlled manually, in forward/backward and/or simultaneous rotational motion, by use of a joystick. Alternatively, the motion of the base can be controlled autonomously by an onboard navigational computer. By retraction or extension of the torso, the head height of the ART can be adjusted from 5 ft (1.5 m) to 6 1/2 ft (2 m), so that the arms can reach either the floor or high shelves, or some ceilings. The arms are symmetrical. Each arm (including the wrist) has a total of six rotary axes like those of the human shoulder, elbow, and wrist joints. The arms are actuated by electric motors in combination with brakes and gas-spring assists on the shoulder and elbow joints. The arms are operated under closed-loop digital control. A receptacle for an end effector is mounted on the tip of the wrist and contains a force-and-torque sensor that provides feedback for force (compliance) control of the arm. The end effector could be a tool or a robot hand, depending on the application.

Engelberger, J. F.↗
NASA NTRS2004

Second-Generation Six-Limbed Experimental Robot

The figure shows the LEMUR II - the second generation of the Limbed Excursion Mechanical Utility Robot (LEMUR), which was described in "Six-Legged Experimental Robot" (NPO-20897), NASA Tech Briefs, Vol. 25, No. 12 (December 2001), page 58. The LEMUR II incorporates a number of improvements, including new features, that extend its capabilities beyond those of its predecessor, which is now denoted the LEMUR I. To recapitulate: the LEMUR I was a six-limbed robot for demonstrating robotic capabilities for assembly, maintenance, and inspection. The LEMUR I was designed to be capable of walking autonomously along a truss structure toward a mechanical assembly at a prescribed location and to perform other operations. The LEMUR I was equipped with stereoscopic video cameras and image-data-processing circuitry for navigation and mechanical operations. It was also equipped with a wireless modem, through which it could be commanded remotely. Upon arrival at a mechanical assembly, the LEMUR I would perform simple mechanical operations with one or both of its front limbs. It could also transmit images to a host computer. Each of the six limbs of the LEMUR I was operated independently. Each of the four rear limbs had three degrees of freedom (DOFs), while each of the front two limbs had four DOFs. The front two limbs were designed to hold, operate, and/or be integrated with tools. The LEMUR I included an onboard computer equipped with an assortment of digital control circuits, digital input/output circuits, analog-to-digital converters for input, and digital-to-analog (D/A) converters for output. Feedback from optical encoders in the limb actuators was utilized for closed-loop microcomputer control of the positions and velocities of the actuators. The LEMUR II incorporates the following improvements over the LEMUR I: a) The drive trains for the joints of the LEMUR II are more sophisticated, providing greater torque and accuracy. b) The six limbs are arranged symmetrically about a hexagonal body platform instead of in straight lines along the sides. This symmetrical arrangement is more conducive to omnidirectional movement in a plane. c) The number of degrees of freedom of each of the rear four limbs has been increased by one. Now, every limb has four degrees of freedom: three at the hip (or shoulder, depending on one s perspective) and one at the knee (or elbow, depending on one s perspective). d) Now every limb (instead of only the two front limbs) can perform operations. For this purpose, each limb is tipped with an improved quick-release mechanism for swapping of end-effector tools. e) New end-effector tools have been developed. These include an instrumented rotary driver that accepts all tool bits that have 0.125-in. (3.175-mm)-diameter shanks, a charge-coupled-device video camera, a super bright light-emitting diode for illuminating the work area of the robot, and a generic collet tool that can be quickly and inexpensively modified to accept any cylindrical object up to 0.5 in. (12.7 mm) in diameter. f) The stereoscopic cameras are mounted on a carriage that moves along a circular track, thereby providing for omnidirectional machine vision. g) The control software has been augmented with software that implements innovations reported in two prior NASA Tech Briefs articles: the HIPS algorithm ["Hybrid Image-Plane/Stereo Manipulation" (NPO-30492), Vol. 28, No. 7 (July 2004), page 55] and the CAMPOUT architecture ["An Architecture for Controlling Multiple Robots" (NPO-30345), Vol. 28, No. 10 (October 2004), page 65].

Kennedy, Brett↗
NASA NTRS2004

Simulating Operation of a Planetary Rover

Simulating Operation of a Planetary Rover Rover Analysis, Modeling, and Simulations (ROAMS) is a computer program that simulates the operation of a robotic vehicle (rover) engaged in exploration of a remote planet. ROAMS is a roverspecific extension of the DARTS and Dshell programs, described in prior NASA Tech Briefs articles, which afford capabilities for mathematical modeling of the dynamics of a spacecraft as a whole and of its instruments, actuators, and other subsystems. ROAMS incorporates mathematical models of kinematics and dynamics of rover mechanical subsystems, sensors, interactions with terrain, solar panels and batteries, and onboard navigation and locomotion-control software. ROAMS provides a modular simulation framework that can be used for analysis, design, development, testing, and operation of rovers. ROAMS can be used alone for system performance and trade studies. Alternatively, ROAMS can be used in an operator-in-the-loop or flight-software closed-loop environment. ROAMS can also be embedded within other software for use in analysis and development of algorithms, or for Monte Carlo studies, using a variety of terrain models, to generate performance statistics. Moreover, taking advantage of realtime features of the underlying DARTS/Dshell simulation software, ROAMS can also be used for real-time simulations.

Jain, Abhinandan↗
NASA NTRS1998

Evaluation of Aeroservoelastic Effects on Flutter

This report presents work performed by The Boeing Company to satisfy the deliverable "Evaluation of aeroservoelastic Effects on Symmetric Flutter" for Subtask 7 of Reference 1. The objective of this report is to incorporate the improved methods for studying the effects of a closed-loop control system on the aeroservoelastic behavior of the airplane planned under NASA HSR technical Integration Task 20 work. Also, a preliminary evaluation of the existing pitch control laws on symmetric flutter of the TCA configuration was addressed."The goal is to develop an improved modeling methodology and perform design studies that account for the aero-structures-systems interaction effects.

Nagaraja, K. S.↗
NASA NTRS2003

High-Temperature Switched-Reluctance Electric Motor

An eight-pole radial magnetic bearing has been modified into a switched-reluctance electric motor capable of operating at a speed as high as 8,000 rpm at a temperature as high as 1,000 F (=540 C). The motor (see figure) is an experimental prototype of starter-motor/generator units that have been proposed to be incorporated into advanced gas turbine engines and that could operate without need for lubrication or active cooling. The unique features of this motor are its electromagnet coils and, to some extent, its control software. Heretofore, there has been no commercial-off-the-shelf wire capable of satisfying all of the requirements for fabrication of electromagnet coils capable of operation at temperatures up to 1,000 F (=540 C). The issues addressed in the development of these electromagnet coils included thermal expansion, oxidation, pliability to small bend radii, micro-fretting, dielectric breakdown, tensile strength, potting compound, thermal conduction, and packing factor. For a test, the motor was supported, along with a rotor of 18 lb (.8-kg) mass, 3-in. (.7.6-cm) diameter, 21-in. (.53-cm) length, on bearings packed with high-temperature grease. The motor was located at the mid span of the rotor and wrapped with heaters. The motor stator was instrumented with thermocouples. At the time of reporting the information for this article, the motor had undergone 14 thermal cycles between room temperature and 1,000 F (.540 C) and had accumulated operating time >27.5 hours at 1,000 F (=540 C). The motor-controller hardware includes a personal computer equipped with analog-to-digital input and digital-to-analog output cards. The controller software is a C-language code that implements a switched-reluctance motor-control principle: that is, it causes the coils to be energized in a sequence timed to generate a rotating magnetic flux that creates a torque on a scalloped rotor. The controller can operate in an open- or closed-loop mode. In addition, the software has been modified to enable the simultaneous operation of the prototype motor or another, similar apparatus as both a motor and a magnetic bearing. Combined bearing/motor operation has been demonstrated at room temperature but had not yet been demonstrated at high temperature at the time of reporting the information for this article.

Montague, Gerald↗
NASA NTRS2003

Active State Model for Autonomous Systems

The concept of the active state model (ASM) is an architecture for the development of advanced integrated fault-detection-and-isolation (FDI) systems for robotic land vehicles, pilotless aircraft, exploratory spacecraft, or other complex engineering systems that will be capable of autonomous operation. An FDI system based on the ASM concept would not only provide traditional diagnostic capabilities, but also integrate the FDI system under a unified framework and provide mechanism for sharing of information between FDI subsystems to fully assess the overall health of the system. The ASM concept begins with definitions borrowed from psychology, wherein a system is regarded as active when it possesses self-image, self-awareness, and an ability to make decisions itself, such that it is able to perform purposeful motions and other transitions with some degree of autonomy from the environment. For an engineering system, self-image would manifest itself as the ability to determine nominal values of sensor data by use of a mathematical model of itself, and selfawareness would manifest itself as the ability to relate sensor data to their nominal values. The ASM for such a system may start with the closed-loop control dynamics that describe the evolution of state variables. As soon as this model was supplemented with nominal values of sensor data, it would possess self-image. The ability to process the current sensor data and compare them with the nominal values would represent self-awareness. On the basis of self-image and self-awareness, the ASM provides the capability for self-identification, detection of abnormalities, and self-diagnosis.

Park, Han↗
NASA NTRS2003

Flight Test of an Intelligent Flight-Control System

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data inputs with the outputs provided to instrumentation only. The IFCS was not used to control the airplane. In another stage of the flight test, the Phase I pre-trained neural network was integrated into a Phase III version of the flight control system. The Phase I pretrained neural network provided realtime stability and control derivatives to a Phase III controller that was based on a stochastic optimal feedforward and feedback technique (SOFFT). This combined Phase I/III system was operated together with the research flight-control system (RFCS) of the F-15 ACTIVE during the flight test. The RFCS enables the pilot to switch quickly from the experimental- research flight mode back to the safe conventional mode. These initial IFCS ACP flight tests were completed in April 1999. The Phase I/III flight test milestone was to demonstrate, across a range of subsonic and supersonic flight conditions, that the pre-trained neural network could be used to supply real-time aerodynamic stability and control derivatives to the closed-loop optimal SOFFT flight controller. Additional objectives attained in the flight test included (1) flight qualification of a neural-network-based control system; (2) the use of a combined neural-network/closed-loop optimal flight-control system to obtain level-one handling qualities; and (3) demonstration, through variation of control gains, that different handling qualities can be achieved by setting new target parameters. In addition, data for the Phase-II (on-line-learning) neural network were collected, during the use of stacked-frequency- sweep excitation, for post-flight analysis. Initial analysis of these data showed the potential for future flight tests that will incorporate the real-time identification and on-line learning aspects of the IFCS.

Davidson, Ron↗
NASA NTRS2007

Supportability Technologies for Future Exploration Missions

Future long-duration human exploration missions will be challenged by resupply limitations and mass and volume constraints. Consequently, it will be essential that the logistics footprint required to support these missions be minimized and that capabilities be provided to make them highly autonomous from a logistics perspective. Strategies to achieve these objectives include broad implementation of commonality and standardization at all hardware levels and across all systems, repair of failed hardware at the lowest possible hardware level, and manufacture of structural and mechanical replacement components as needed. Repair at the lowest hardware levels will require the availability of compact, portable systems for diagnosis of failures in electronic systems and verification of system functionality following repair. Rework systems will be required that enable the removal and replacement of microelectronic components with minimal human intervention to minimize skill requirements and training demand for crews. Materials used in the assembly of electronic systems (e.g. solders, fluxes, conformal coatings) must be compatible with the available repair methods and the spacecraft environment. Manufacturing of replacement parts for structural and mechanical applications will require additive manufacturing systems that can generate near-net-shape parts from the range of engineering alloys employed in the spacecraft structure and in the parts utilized in other surface systems. These additive manufacturing processes will need to be supported by real-time non-destructive evaluation during layer-additive processing for on-the-fly quality control. This will provide capabilities for quality control and may serve as an input for closed-loop process control. Additionally, non-destructive methods should be available for material property determination. These nondestructive evaluation processes should be incorporated with the additive manufacturing process - providing an in-process capability to ensure that material deposited during layer-additive processing meets required material property criteria.

Watson, Kevin↗