An integrated approach to cost-effective manufacturing of

Abstract 

An Integrated Cost-Effective Approach to Blisk Manufacturing 

This paper describes an approach to technically/commercially 

optimized blisk manufacturing 

that integrates design and manufacturing technologies. 

The use of optimized manufacturing process chains 

and design-to-cost approaches enables significant 

cost-savings to be achieved. 

Abbreviations 

ECM Electrochemical Machining 

PECM Precise Electrochemical Machining 

HSC High Speed Cutting 

Blisk Bladed integrated Disk 

IBR Integrated Bladed Rotor 

LFS Linear Friction Welding 

IHFP Inductive High Frequency Pressure- 

Welding 

LPC Low pressure Compressor 

HPC High pressure Compressor 

AM Adaptive Milling 

CP Chemical Polishing 

NDT None Destructive Testing 

1 Introduction 

Blisks (bladed integrated disks), or IBRs (bladed 

integrated rotors), are among the most innovative and 

challenging components in modern gas turbine engines 

(Fig 1). Initially used in small helicopter engines, 

blisks soon invaded the military engine field 

and are now carving out new territory in the commercial 

turbofan (e.g. PW6000) and turboprop engine 

(e.g. TP400 D6) markets and replace the conventional 

blade assembled disk (Fig. 2). 

Blisk technology is finding use notably when requirements 

for high compressor power density need 

to be harmonized with demands for maximum engine 

thrust-to-weight ratio [1, 2]. 

Martin Bußmann & Dr. Jürgen Kraus & Dr. Erwin Bayer 

MTU Aero Engines, Munich, Germany 

1 

ISABE 2005 

Fig. 1: LPC 1-3 in blisk construction (EJ200) 

Fig. 2: LPC separate blades and disk (J79) 

Speaking for the use of blisks essentially is that they 

reduce weight by as much as 20% and significantly 

improve efficiency, compared with their separably 

assembled blade-and-disk counterparts, and that they 

so help reduce fuel consumption and emissions. If 

further integrated, as into welded blisk drums or tandem 

blisks, they will again enhance compactness and 

weight savings.

% 

% 

120 

100 

80 

60 

40 

20 

0 

120 

100 

80 

60 

40 

20 

0 

Fig. 3 Blisk forecast 2001 – 2020 

As can be readily appreciated, the weight savings 

afforded by blisks result from their lower rim loads, 

blade roots and disk lugs being eliminated, and from 

the fact that they allow more performance to be 

squeezed into the same design and weight envelope. 

The blisk construction also mitigates aerodynamic 

losses by reducing leakage flows. 

A forecast for the development of the blisk market is 

shown in Fig. 3. There will be a distinct increase in 

produced Blisk within the next years. 

Presently, these advantages still compare with disadvantages 

like the laborious manufacturing and repair 

processes and elaborate quality assurance measures 

that blisks require and that primarily reflect in relatively 

high manufacturing and repair costs. 

Among other drawbacks, the direct blade-to-disk joint 

comes with a locally stiffened fillet radius which 

appreciably narrows the tolerance of dimensional 

deviations at the airfoil [2]. To precisely generate 

complex 3D airfoil geometries with fillet radii reaching 

into the disk body imposes tough challenges for 

manufacturing machines and tools and, moreover, the 

entire CAX chain. 

Also, compared with conventional repairs on individual 

blades, repairs on blisk airfoils are more difficult 

to perform since repair processes must not be allowed 

Blisk forecast 2001 - 2020 

2001-2005 2006-2010 2011-2015 

Year 

2016-2020 Sum 

Blisk forecast - Main Airfoiling Processes 

2001-2005 2006-2010 2011-2015 

Year 

2016-2020 Sum 

2 

mil. EU 

mil. USA 

Civil Blisk 

ECM 

HSC 

Jo in in g 

to negatively affect the disk body, and accessibility is 

a problem, too. 

2 Motivation 

As performance requirements for modern engines 

grow but the design and weight envelope remains the 

same or is even narrowed, stage loads and compression 

ratios necessarily grow along with them and 

service temperatures generally rise. This calls for the 

use of blisk constructions and, in the aft stages of the 

high-pressure compressor, of (heavier) nickel-base 

alloys, again in the weight-conscious blisk construction, 

which in turn compels the development of costefficient 

machining processes to cope with these 

difficult-to-machine materials. 

As service temperatures keep rising, temperature 

gradients at the airfoil-to-disk transition tend to induce 

high, no longer manageable local stresses. This 

is where blisks are presently bumping into utility 

limits and engineers will likely have to revert to conventional, 

separably assembled rotor stages. This 

indicates a need to develop cooled hollow-blade 

blisks. 

To foster customer acceptance of blisk constructions, 

development efforts have been initiated in an attempt 

to reduce blisk manufacturing costs. Since these are 

still appreciably higher than for separably assembled 

blade-to-disk joints, it will not be sufficient to optimize 

individual manufacturing steps. Rather, a de-

sign-based integrated approach is needed that involves 

the entire process chain from material selection 

to manufacturing and repair. 

Blisk manufacturing costs roughly break down into 

three nearly equal wedges; one third being material 

costs, another third airfoiling, and the last third disk 

machining and quality assurance. 

Materia 

l 

30% 

Airfoilin 

g 

30% 

Fig. 4 Blisk main cost 

Machining, 

Quality 

assurance 

&… 

In a cost-cutting integrated process chain approach, 

activities need to be defined for all three cost wedges. 

Apart from indirectly influencing the costs of raw 

materials or semifinished parts through material selection 

and design, and directly influencing manufacturing 

costs through these disciplines, most likely 

candidates for direct manufacturing cost reduction are 

airfoiling and quality assurance. 

In these deliberations, engineers are increasingly 

recognizing that there is no such thing as an optimum 

manufacturing process, especially not for airfoiling. 

Which process is best-suited, technically / commercially, 

rather depends on a variety of geometric and 

material-related parameters. 

Technology and 

Predesign 

Technology Projects 

New Constructions 

Production and QS- 

Technologies 

Innovative Production 

and QS- Technologies 

Performance 

Engine Cycle 

Materialtechnology 

Material Design 

Damage Analysis 

Aerodynamics 

Efficiency 

Surge Margin 

Noise 

↔ 

Engineering Support 

CAD, EDM 

Standardisation 

Documentation 

3 

3 Design-to-cost as an integral part of the 

process chain 

The relentlessly mounting cost pressure on turbine 

engine components these past several years has led to 

a change in paradigms in development departments 

worldwide. If in earlier days, the emphasis clearly 

used to be on performance and aerodynamics, along 

with accordingly stringent component quality requirements, 

entirely novel processes with shifted 

priorities have since won the day. Where development 

requirements once were unconditionally implemented 

on the shop floor, manufacturing and development 

goals today are now assessed both technically 

and commercially and implemented for optimum 

compliance with specifications. Fig. 5 illustrates the 

process steps unfolding within development. Design 

engineering here serves an integrating function across 

all disciplines and therefore constitutes the interface 

with manufacturing. 

In component design, the simulation and assessment 

of manufacturing processes has since become a crucial 

cost containment tool. This is illustrated below by 

way of several typical cases. 

3.1 Optimization of annulus manufacturing 

costs 

For blisk blade manufacturing, three different techniques 

are presently available: milling the entire airfoil 

from the solid for mid- and small-size blades; 

joining blade and disk together by linear friction 

welding for large blades, with subsequent adaptive 

milling of the transitional area; and using electrochemical 

material removal processes. In the first two 

cases, the gas duct area between the airfoils is milled. 

At this point, considerable cost savings can be 

achieved by adapting the aerodynamic surface finish 

requirements to the manufacturing process. For the 

purpose, the following procedure has become accepted 

practice: 

Process Chain 

Development 

Input Manufacturing 

Design 

Design Integration 

Producibility 

Mountability 

Fig.5: Development Process Chain 

Structural Mechanics 

Rotor Dynamics 

Component Integrity 

Life Management 

SAS and Oilsystem 

Cooling Air Supply 

Lubricant Supply 

Sealing Systems 

Thermal Mechanics 

Temperatures 

Cooling Systems

The manufacturing department, through simulation 

of the finish milling process, specifies the number, 

lay and height of milling crests that would have to 

be tolerated on the finished part to make the design 

cost-efficient. In this, one of the key constraints is 

the specified airfoil-to-annulus fillet radius, which 

from cost aspects should be held as wide as possible. 

The design engineers then translate these specifications 

into CAD models to be assessed by the structural 

mechanics and aerodynamics departments, for 

which see Fig. 6 - 7. 

For structural mechanics purposes, the assessment 

criteria here is the severity of stress concentrations, 

and assurance must be provided that after subsequent 

etch and compaction peening processes, inspectability 

is preserved, or that no crimped material 

(elephant tails) will occur at the edges. Aerodynamically, 

assurance must be provided that through the 

milling crests, no additional intolerable losses will 

occur from flow separation or secondary flow. Final 

definition of tolerable crest geometry is usually 

achieved by iterative process. 

Fig. 6: Representation of annulus milling crests 

Fig 7: Milling crests in the annulus area 

4 

3.2 Optimization of surface-related airfoil 

manufacturing costs 

The picture is much the same regarding surface 

finish requirements for the airfoil, although the 

aerodynamic effects to be considered here are notably 

more critical. Coming out of the milling operation, 

the airfoil still exhibits various form errors that 

may give rise to considerable losses, for which see 

Fig. 8. Apart from roughness, these are the height 

and spacing of milling crests and the lay of milling 

crests relative to the main flow. The aerodynamics 

department, in keeping with specification requirements 

(overall efficiency, surge limit), computes the 

major manufacturing requirements, such as blade 

count, roughness, allowable milling lines remaining 

from milling operations after surface finishing, tolerance 

bands for stripe milling, etc. The manufacturing 

department uses this data to define the necessary 

milling parameters and surface finish methods to use 

(vibratory grinding with and without chemical additions). 

The aim should be to generate the milling 

surfaces preferably so that they do not require subsequent 

manual surface finishing. If after this first 

iteration, the process is not yet within target costs, 

the manufacturing department develops cost reduction 

proposals for renewed assessment. Typically, 

such proposals relate to widening the fillet radius 

and raising the residual milling crest tolerance or 

roughness. 

Fig. 8: Typical scoring texture on airfoil after finish 

milling and before grinding 

3.3 Optimization of airfoil tolerances 

As previously mentioned, the direct blade-to-disk 

joint increases stiffness and may lead to stress concentrations 

at the fillet radius if deviations from

allowable tolerances exist. This is caused by a displacement 

of the airfoil center of gravity. Involved 

are contour, angular and airfoil thickness tolerances, 

fillet radius tolerance and those tolerances that define 

the orientation of the stacking line. Extreme 

positions of these parameters within the tolerance 

band will not by themselves jeopardize the structural 

integrity of the blisk. However, critical situations 

may arise from unfavorable tolerance combinations, 

e.g. when the fillet radius was machined to minimum 

value and the airfoil thickness is a minimum at 

the inner annulus and a maximum at the blade tip. 

The occurrence of such combinations naturally is 

rather unlikely, but must not be dismissed from 

consideration. Attempts to narrow the tolerance 

bands to a point where also these special cases are 

covered would result in extremely high manufacturing 

costs. 

Therefore, reasonable alternative approaches need to 

be developed and are indeed being explored in ongoing 

projects. The aim is to strike a balance between 

cost-conscious blade manufacturing and warranted 

quality assurance costs. In the future, probabilistic 

methods will be used to determine optimized tolerance 

limits. Probabilistic evaluation will invariably 

base on a deterministic model, such as a parameterized 

structural mechanical FE model that describes 

the interdependency of the various variables. Monte 

Carlo simulation can be used to vary the parameters 

at random and adequately minimize the probability 

of critical tolerance combinations. 

The difficulty embarrassing this approach is that it 

assumes the manufacturing distribution to be known. 

Therefore, when the blisk is redesigned, resort must 

be made to existing data, which involves a relatively 

great deal of uncertainty. For that reason, quality 

assurance plays an important role in minimizing the 

remaining risk. However, the classical approach to 

mapping airfoil geometries presently 

Ni- 

Blis 

Ti - 

Blis 

Preparation 

airfoiling 

core airfoiling 

rough machining finishing 

LRS LFW / 

EC HS LRS LFW / 

IHFP 

EC ECM / HS IHFP + 

AM 

X X 

X X 

X X 

: : : : : : 

X 

X X 

5 

still resorts to coordinate measuring techniques, 

which are very time-consuming and can be used 

only locally and partially. It represents, therefore, no 

cost-effective solution for mapping complete airfoils. 

Accordingly, efforts are made to press ahead 

with the adoption of optical measuring methods, 

which today provide adequate accuracy and short 

measuring times for the purpose. This measuring 

technology permits the 100% inspection of all airfoils 

in a cost-effective manner. To assess nonconformities, 

the data can be played back, by reverse 

engineering, into the development department, 

where judicious component lifing decisions can be 

made as required. 

4 Toolbox approach as a component of 

process chain generation 

As previously mentioned, the technically / commercially 

optimum blisk manufacturing process depends 

on a plurality of material, geometric and aerodynamic 

parameters. The toolbox approach is an attempt 

to provide the optimum manufacturing technology 

or combination of technologies for all current 

and anticipated requirements. 

This approach essentially comes into play at the time 

of airfoiling, with differentiation being made between 

generating a rough geometry with machining 

allowance, machining to final drawing dimension 

and surface finishing. 

For processing the disk body, which essentially 

involves conventional cutting, surface compaction 

and finishing processes, decades of experience have 

been accumulated on the conventional blade-to-disk 

construction. It is only in the case of joined blisks 

(blades welded into place) that several technically / 

commercially optimum variants for generating the 

preliminary stages need to be considered. 

Fig 9: Schematic arrangement of a blisk toolbox for 

production 

X 

Surfac - 

treatmen 

CU Grinding, 

etc. 

- 

treatmen 

CU Grinding, 

etc. 

X 

X 

X 

: : 

: : : : : 

: : : 

: : : : : : : 

: : : 

: 

: : : : : : 

: : 

: 

X 

Surface 

finishing, finishing, 

ND

Material properties 

4.1 Core airfoiling processes 

The core airfoiling processes break down into three 

major categories (Fig.10): 

• joining processes 

• cutting processes 

• electrochemical processes 

ECM ECM / / PECM 

PECM 

HSC 

current 

Blisk spectrum 

Blade aspect ratio 

Fig. 10; Core airfoiling processes for blisk 

4.1.1 Joining processes 

LFW / IHFP 

Linear friction welding (LFW) 

Inductive high-frequency pressure welding (IHFP) 

These processes refer to joining the airfoil with the 

disk by means of pressure or friction welding processes. 

Fig. 11: Linear friction welding (LFW) (joining 

zone) 

6 

In LFW, the joining zone is heated by rubbing the 

joining faces one against the other; in IHFP welding, 

by means of induction. Material is expelled from the 

joining zone and after a predetermined reduction in 

length, the energy supply is halted and the joined 

parts are allowed to cool under post-forging pressure. 

The expelled material and material allowance are 

removed by adaptive rework process. 

Fig. 12 Inductive high-frequency pressure (IHFP) 

welding (diagrammatic sketch) 

The approach is used primarily on large-diameter 

blisks, hollow-blade blisks and blisks of large chamber 

volumes and low blade count, or when blades are 

replaced by way of repair, where also generative 

processes like laser cladding may be options. 

From these constraints, the use of the approach— 

apart from repair work—is indicated primarily on 

titanium blisks in the engine's LPC section. 

4.1.2 Cutting processes - High Speed Cutting 

(HSC) 

This refers to cutting processes used to manufacture 

airfoils on 5- or 6-axis machine tools (Fig. 13), with 

differentiation being made between rough and finish 

cutting. 

Typical processes of the kind are circular stagger 

milling in conjunction with high-performance tools 

and high-pressure internal cooling for the rough cut, 

and stripe or flank milling, etc., for the finish cut.

Fig. 13: Blisk milling on a 5-axis machine 

In an attempt to achieve maximally high material 

removal rates in the roughing process, several rough 

milling strategies have been developed. In conventional 

milling, the space between blades is cleared 

gradually by cutting ever deeper into the full section. 

An alternative process would be circular stagger milling 

[Fig. 14], where the cutter center is guided 

through the space in-between blades on a trochoid 

fitted to the airfoil contour. In flow-wise milling, 

plunge cutting is used to remove a preferably large 

amount of material from the blade gap in the direction 

of flow. 

Fig 14: Circular ‘Stagger Milling / 

Conventional rough milling 

Circular 

Stagger 

Milling 

Conventional 

rough 

milling 

For finish milling to generate the final contour, too, 

various milling strategies have been developed to 

produce a 3D contour. The most common practice is 

point milling using a ball-end cutter. Alternatively, 

use is made of stripe or flank milling. 

7 

The new milling strategies are made possible by the 

use of highly dynamic multiaxis machines. Tool lives 

have been significantly extended using high-pressure 

cooling and novel milling cutter geometries. 

These processes are used primarily on mediumdiameter 

blisks and medium blade counts, which puts 

applications for titanium blisks in the LPC/IPC section. 

4.1.3 Electrochemical machining (ECM) 

processes 

These processes serve to generate blade geometries 

by electrochemically removing material or selectively 

generating airfoil surface textures. 

Typical processes of the kind are electrochemical 

machining (ECM) for caving or precontouring, and 

precise electrochemical machining (PECM) for generating 

the finished contour or selectively generating 

surface textures. 

In ECM work (Fig. 15,16), an electrode (cathode) is 

moved toward the workpiece. An electrolyte flows 

though the gap between the workpiece and electrode 

(~ 1mm). The electrode replicates its shape in the 

workpiece, with some minor variations. The feed rate 

is approximately 2 mm per minute. 

Fig 15: ECM blisk 

Fig. 16: ECM facility for blisk airfoils 

The PECM process (Fig. 17) is an improved ECM 

technique, with the gap between workpiece and cathode 

appreciably reduced and the size of the gap controlled. 

This much improves the electrode mapping

accuracy but slows the material removal rate compared 

with ECM. To keep the electrolyte renewal 

flow going in the narrow gap, the electrode is made to 

vibrate, the current flow being clocked. 

These processes are used primarily for medium- to 

small-diameter blisks, high blade counts and high 

operating temperatures; hence for blisks in nickelalloy 

/ nickel powder metallic materials in the HPC 

area. 

Fig. 17: Experimental single-axis PECM facility 

The individual application of a technically / commercially 

meaningful combination of these technologies 

as a building block in the process chain design will 

achieve substantial, 20-25% cost reductions in airfoiling. 

This is illustrated below: 

The thermal load on a titanium HPC blisk may be 

close to allowable limits. Therefore a highly heatresistant 

forging alloy of adequate HCF strength for 

the airfoil should be welded to an equally highly heatresistant 

forging alloy of adequate LCF fatigue 

strength for the hub. A suitable joining process for the 

purpose would be IHFP welding. To minimize the 

airfoil preforging effort, it would be helpful to weld 

blades with machining allowance to the disk. The 

allowance material can then be removed by a cutting 

or combined ECM/PECM process. This is where the 

decision between milling and electrochemical material 

removal will depend, apart from price, also on the 

stiffness of the blades. While during milling, deflection 

forces will invariably have to be expected, they 

average out when simultaneously machining pressure 

and suction sides by PECM. 

To reduce the quality assurance wedge of overall 

costs, resort must be made along the manufacturing 

8 

chain to combinations of various quality assurance 

tools and new metrological developments. Owing to 

the high criticality of blisks in the engine, methods to 

reduce manufacturing effort, such as SPC methods, 

can be used only conditionally and if so, only as a 

concomitant to quality assurance. Conceivable costreduction 

options, apart from stable manufacturing 

processes, would appear to be mainly close-toprocess 

or in-process measurement and concurrent 

updating of qualified manufacturing staff on critical 

process trends. Promising additional, approximately 

30% savings potential is the use of innovative optical 

blisk mapping techniques in preference to contacting 

methods. 

5 Blisk repair 

While in the manufacturing of blisks a manufacturing 

chain individually optimized to suit the particular 

type of blisk involved seems indicated, (airfoil) repair 

considerations tend toward a universally applicable 

repair method that lends itself to a high degree of 

standardization and, to some degree, automation. 

Apart from the relatively simple blending of minor 

airfoil flaws by grinding or milling and the cladding 

of blade leading and trailing edges and tips, the development 

of a universally applicable joining technique 

to use in the replacement of blades, with subsequent 

adaptive contour dressing or generative techniques 

(such as laser cladding to build up the blade) 

seems indicated. 

6 Generation of optimized blisk manufacturing 

process chains 

To be able to generate a technically / commercially 

optimized manufacturing process chain for a certain 

blisk type, several different aspects need validating 

and optimizing. The methods and approaches described 

in chapters 3) and 4) provide the major requirements 

to govern this generation process. 

This approach closely meshes design engineering and 

manufacturing technology development and moreover 

differs from legacy approaches primarily in that it 

also anticipates manufacturing technologies still in 

their planning or implementation phases. It so reflects 

the extremely long program lives of 20 years and 

more common in the engine industry (Fig 18). 

Picking up on the engineering constraints, the approach 

first identifies applicable technologies. The 

choice is made easier by the use of process catalogs 

highlighting the properties and limitations of the 

major processes. Combinational tools are then used to 

piece together conceivable, generally applicable process 

chain combinations and distill them using techni-

cal/commercial filter criteria. Surviving variants will 

then be evaluated in-depth. 

The advantage afforded by this approach is that for 

each component type, all conceivable manufacturing 

chains are considered and assessed from scratch. 

Net present value calculation considers the time base 

of the associated engine programs. It will show which 

selected variants are optimal also against the background 

of fluctuating annual quantities, long program 

lives and a conceivable development risk in production 

engineering. For this process step, the reliability 

of market numbers and forecasts is a crucial factor. 

The outcome, apart from the currently optimum 

manufacturing process chain, simultaneously constitutes 

a technology roadmap indicating which novel 

manufacturing technology will have to be ready for 

production use by what point in time—also after 

program launch—to still achieve a significant commercially 

effective impact for the respective engine 

programs/blisk types. 

At MTU, the method here presented is currently finding 

use for blisks. Generally, however, it should be 

suitable also for other engine components whenever 

base value, criticality and individuality in respect of 

potential manufacturing variants warrant the effort. 

input design,… 

Data Acquisition 

- current situation - 

• drawings 

• pre-calculation 

•etc. 

Next Steps: 

• determination R & D 

• quotation costing 

input engineering 

Core Technologies 

Milling 

ECM 

PECM 

… 

Optimal 

Process Chain 

Rohmaterial 

ProzessschrittPS 

1 


... 


2 


n 

Fig. 18: Process Chain Manufacturing 

input engineering 

General Technology 

Combinations 

Net Present Value 

Kapitalwert [T€] 

300,0 

200,0 

100,0 

0,0 

0% 10% 20% 30% 40% 

techn. Risiko 

9 

7 Summary 

To cope with the mounting cost pressure in the engine 

sector and still be able to achieve significant leaps 

forward in technology innovation, it will be imperative 

to mesh the engineering disciplines with each 

other. 

Particularly for high-value components like blisks 

with their stringent quality requirements, competitive 

prices can be achieved only if the entire manufacturing 

chain including design and technology development 

is systematically optimized. This increasingly 

requires an iterative interdisciplinary strategy rather 

than the usually practiced sequential approach. 

Importantly, also various manufacturing chains and 

technologies should be provided to choose from so 

that the ones optimally suited to the respective type of 

blisk under manufacture can be selected. 

References 

[1] Geidel, H.-A.: Blisk-Technologie hilft 

sparen. AeroSpace – Magazine of the Daimler-Benz 

Aerospace AG, 1997 

[2] Kosing, O.E.; Scharl, R.; Schmuhl, H.J.: 

Design Improvements of the EJ200 HP 

Compressor. From Design Verification Engine 

to a Future all Blisk Version. ASME- 

Pap-2001-GT-0283, 2001 

[3] Frischbier, J.D.: Bird Strike Investigations in 

the Development Process of a Transonic Fan 

Blisk. ASME-Pap-97-GT-0482, 1997 

↔ Optimal 

Process Chain 

input market 

Reduction of 

Combinations 

^^ Design of Detailed 

Process Chains 

Risk Evaluation / 

Level of Confidence 

Te chn o - 

MTU-eigene Technologie Kooperationstechnologie Fremdtechnologie 

Gate-Status Statusbezeichnung 

Eingabe- 

logie 

"x" / " " Wert "x" / " " Wert "x " / " " Wert p rü fu n g 

Serienprozess serienstabiler Prozess x 0 % 

T6 Übergangsphas e 

o.k. 

T5 Erprobungsphase 

T4 Auslegungsphase 

T3 Konzeptphase 

Teilrisiko 

T2 Definitionsphase 

T1 Vorphase 

0 % 

Zwischensumme 

0 % 0 % 0 % 

Te chn o - 

MTU-eigene Technologie Kooperationstechnologie Fremdtechnologie Eingabe- 


logie 


Serienprozess serienstabiler Prozess 


o.k. 


T4 Auslegungsphase x 8 % 


Teilrisiko 


T1 Vorphase 

8 % 

Zwischensumme 

8 % 0 % 0 % 

Te chn o - 

MTU-eigene Technologie Kooperationstechnologie Fremdtechnologie Eingabe- 


logie 


Serienprozess serienstabiler Prozess 


o.k. 


T4 Auslegungsphase x 13 % 


Teilrisiko 


T1 Vorphase 

13 % 

Zwischensumme 

0 % 13 % 0 % 

Risiko 20,0 % 

Material 

ECM 

PECM 

Bauteilauswahl 

Calculation 

‘Costs per Piece’ 

Prozesskettenbewertung 

Prozesskettenkonfiguration

An integrated approach to cost-effective manufacturing of

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