## 1 Introduction  
The production process of components used in aircraft engines is a complex and multi-stage operation. Starting with the production of a casting resembling a finished product, a ready component, e.g., a blade for a low pressure turbine, is prepared through a series of production operations such as grinding, thermal treatment, shot peening or locksmith operations. The multitude of production operations that are aimed at ensuring the appropriate performance properties translates into the time needed to produce the finished component, and thus the cost. Taking into consideration the economic conditions and the economic situation, companies operating in the aviation industry set the reduction in unit costs as one of their main goals, which enables them to compete in the aviation sector. This goal is achieved by reducing electricity consumption, reducing the number of tools used in the production process, and reducing the number of man-hours spent on the production of single components. One way to improve economic results by reducing costs directly related to production, and ensuring appropriate technological capabilities and repeatability, is through the automation of selected stages of production processes. From the point of view of a company producing aviation components, the primary goal is to minimize operating costs, which translates into the economic parameters of the production process. Automation of the production process will enable wider control of the process by eliminating the impact of the human factor on the final product, and will also enable automatic control, which then allows for the optimization of the parameters of the brushing process, which will reduce production costs by reducing the time spent on the edge deburring process. In line with the above trend, research work was undertaken to robotize the brushing process and verify the impact of selected process parameters on the values of forces and moments. The main goal of the production process is to prepare components that meet specific design assumptions, such as defined dimensions, mechanical properties, or properly machined external edges. The condition of the outer edges has a direct impact on the durability and safety of component assembly. Therefore, it is important to remove all burrs and ensure the appropriate value of the radius of the outer edges of the work piece. Burr is essentially a part of work material that has experienced plastic deformation owing to the compression exerted by the cutting tool but which ultimately failed to completely separate from the ductile workpiece [1]. Burrs limit the dimensional accuracy of the features, induce difficulty during assembly, prohibit sliding motion over the surface, and degrade its aesthetic value [2; 3; 4]. Burrs can also act as debris that accelerates wear and tear, resulting in the reduction in useful service life rendered by the components [5]. The research group of [PERSON] [6; 7; 8] also made extensive investigations to analytically model burr size, introducing the concept of the \"negative shear plane\". Effects of various machining parameters such as cutting speed, feed rate [9; 10; 11; 12; 13], and cutting environment on burr formation have been studied in detail. Deburring, breaking sharp edges, or chamfering are the most common finishing operations performed in the aero-engine manufacturing sector [14; 15]. Burrs and sharp edges are not allowed [16]. Other removal methods cannot be used, such as the physical and technical methods involving ultrasound, electrohydropulse processing, thermal energy, thermal pulse, electrochemical, and electrocontact methods [17; 18]. Manual mechanical removal (or robotic mechanical removal if possible) is the only approved process. An important point of view on the reliability and durability of parts included in a jet engine is the need to ensure the appropriate value of the edge deburring radius. This radius has a direct impact on the local stress level, and thus on the durability of the parts and the entire engine.