Prevention of Compressor Stall on Rolls Royce M250

Engines C20 Series Using Trend Monitoring Analysis

Jesús Andrés Vega Moreno1 and Edison Eduardo Torres García2

Universidad de San Buenaventura & F.U. Los Libertadores, Bogotá, Colombia

Oscar Giovanni Verdugo3

Private Helicopter Operator, Bogotá, Colombia

and

Ph.D. Luisa Fernanda Mónico Muñoz.4

Universidad de San Buenaventura, Bogotá, Colombia

This paper outlines the analysis of three compressor stall events that could have been
prevented based on trend monitoring analysis applied to a Rolls Royce M250 C20-B engine,
which was powering an MD 369D Helicopter. The engine data collection provided by a private
helicopter operator shows a direct connection between the reduction in recorded torque and
further stall events. The continuous analysis of the engine parameters could anticipate in-
flight component malfunctions by detecting sudden changes in the trend lines of the main
parameters of this kind of engines, providing a reliable predictive maintenance method.

Nomenclature

𝐹𝐴𝐴 = Federal Aviation Administration

𝑁1 = Rotational Speed of Gas Producer
𝑁2 = Rotational Speed of Power Turbine
𝑂𝐴𝑇 = Outside Ambient Temperature
𝑂𝑀𝑀 = Operations and Maintenance Manual
𝑆𝐻𝑃 = Shaft Horse Power
𝑇𝑞 = Torque
𝑇𝐶𝐷𝑆 = Type Certificate Data Sheet
𝑇𝑂𝑇 = Turbine Outlet Temperature
𝑇𝑆𝑁 = Time since New
𝑍𝑃 = Pressure Altitude

I. Introduction

O ne of the major concerns when manufacturers develop a new power plant model is the stability of the system
during continuous operation1, especially when these engines are used in aerial vehicles. In such cases, instabilities
could cause fatal accidents due to sudden power loss and subsequent decrease in thrust and torque. For turboshaft
engines commonly used in helicopters, there are three main flow instabilities that could affect the airflow inside the
engine compressor and force the pilot to execute an autorotation procedure: stall, stage stall and surge. According to
Japikse, “stall is generated when the momentum in the streamlines adjacent to a wall is insufficient to overcome the
adverse pressure gradient and the viscous shear stress along the wall” 2. This is experienced along axial compressor

1Aeronautical Engineer and Volunteer Researcher, javegam@academia.usbbog.edu.co and AIAA Professional Member
2Aeronautical Engineer and Volunteer Researcher, edison.torres1990@gmail.com and AIAA Professional Member.
3Director of Engineering, Engineering Office, Local Helicopter Operator. oscargvc79@gmail.com.
4Assistant Professor, Engineering Faculty, lmonico@usbbog.edu.co.

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blades as a deviation of the flow from the surface, deflecting and reversing the streamlines locally. Usually, different
elements of a single stage may stall separately without affecting the overall operation of the stage, though, when the
flow rate is severely reduced, the entire stage becomes unsteady and it is no longer considered as operational (stage
stall). A system surge or periodic surge is generated when the system permits the flow to reverse its direction
periodically, breaking down as some stages stall and, in some cases, destroying elements within the compressor.
Common causes of surge are bird ingestion, internal engine failures, pneumatic bleed malfunctions or internal
clearance changes, and this flow deflection could be started by one single blade with a part-span stall or full-span stall,
which affects the direction of the air on adjacent blades and creates blockages along the annular flow path 3. A severe
stage stall or a periodic surge produces visible flames that may be observed at both ends of the engine, accompanied
by one or more loud bangs, vibrations and an instantaneous loss of power.
Some aircraft engines recover from surge without crew action by using blades with variable geometry or inlet
guide vanes4, while some others require retarding the thrust lever to reduce the amount of fuel entering the combustion
chamber and decreasing the pressure and temperature at the turbine inlet to let the flow stabilize along the engine.
Most of the stall events, especially those related to foreign object ingestion, are unpredictable and require
corrective maintenance actions. Nevertheless, when stall events are related to malfunctions of certain components of
the engine, as bleed valves, fuel control units, fuel governors, among others, it is possible to prevent the failure of the
component in flight by analyzing the data collected from the engine parameters previously recorded by the pilot and
detecting meaningful changes along the trend line of the main parameters.
For turboshaft engines, these parameters usually include torque, rotational speed of the gas producer and Turbine
Outlet Temperature (TOT), and they may vary according to the altitude and environmental conditions. Then, certain
corrections must be made before analyzing the data to provide a reliable trend line, detecting these variations before
the next flight and allowing operators to perform predictive maintenance actions.

II. Engine Selection and Functioning

This trend analysis is developed
Type Turboshaft according to specific data provided by
a helicopter operator, collected from
flight records of an M250 C20-B
Length 1037 mm
Engine powering an MD 369D
Helicopter. This model is considered as
Width 483 mm
a free turbine turboshaft engine with an
axial-centrifugal compressor, a 2-stage
Height 589 mm gas producer turbine, a 2-stage power
turbine and a single combustion
Dry
71.7 kg chamber. According to its FAA TCDS5
Weight
(Coded as EC4E), the C20-B model
313 kW / produces 400 SHP at sea level for
Rating
400 SHP takeoff and 384 lb-ft 𝑇𝑞 at maximum
Figure 1. Rolls Royce M250 C20 Engine. Taken from “engineerdir.com”, products continuous power. The 250-C20 Series
section. Operations and Maintenance Manual6
(coded as 10W2) describes the general
operation of this engine as well as all the maintenance procedures, airworthiness limitations and life-time tables for
controlled components.
Section 72-00-00 of the OMM states that the major engine components for this model are the compressor, the
combustion section, the turbine and the power and accessory gearboxes.
The general functioning of the engine is described based on the OMM, and the compressor and combustion
sections are considered to be critical for this study since these major components are directly related to a stall
prediction model. It is noteworthy mentioning that the pressure differential between these sections is one of the main
causes for the development of reverse flow vectors, which generate flow separations along the compressor blades.
During normal operation, the air enters the engine through the compressor inlet, where the 6 axial stages and one
centrifugal stage increase the pressure by 6.2 before discharging it through a scroll type diffuser into the combustion
section. The combustion chamber is divided into an outer combustor case and a combustion liner, which receives the
compressed air from the case through holes in the dome. Afterwards, the air is mixed with fuel sprayed from the nozzle
at the after end of the case and it is then ignited.

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 SCHEDULED INSPECTIONS

Pre-flight inspection
Post-flight inspection
100 Hour inspection
300 Hour inspection
500 Hour/1 Year inspection
600 Hour inspection
1000 Hour inspection
1500 Hour inspection
1750 Hour inspection
Figure 2. Airflow Schematic for C20 Engines. Taken from
As required inspection “http://helicopterblog.com”.
By this point, the direction of the combustion gases
UNSCHEDULED INSPECTIONS has been changed following the engine design, continuing
to the turbines section and powering the gas producer and
Engine removal from aircraft accessory gearbox shafts. Figure 1 shows the external
Compressor removal from engine view of the engine and Figure 2 illustrates its internal
Turbine removal from engine schematic flow.
Rigid tube and/or accumulators removal from engine Other components required for the engine normal
operation usually belong to a specific subsystem,
Hard landing (over 10g) including fuel, lubrication, ignition, temperature
Sudden stoppage of rotor or propeller measurement, anti-icing and bleed air systems. Failure or
Operation in erosive environment malfunction of certain components from the fuel and bleed
Snow or ice ingestion air systems are common causes of engine stall, as the
Foreign object damage temperature and pressure within the compressor and
Operation with inlet Restricted combustion chamber are directly affected.
Overtemperature operation The fuel system includes a fuel pump, a fuel control
Oil temperature limit exceeded unit, a power turbine governor and a fuel nozzle. Along
Hot start encountered with the bleed valve from the engine bleed system, these
Fuel filter bypassed components are heavily controlled and, as stated before,
Oil consumption malfunctions related to these systems could lead to a
Oil system contamination compressor stall or flame out.
Oil spray on first-stage wheel
Engine operated in excess of 30 seconds without oil III. Accessories and Related Subsystems
pressure As described by the manufacturer, the principal
Engine inactive more than 5 days subsystems of this engine are fuel, lubrication, electrical,
Engine inactive more than 45 days anti-icing and bleed air. Nevertheless, the scope of this
As dictated by performance analysis considers the fuel and bleed air systems as the
Vibration major sections related to the stall prediction points
Engine submerged while in operation according to the recorded maintenance actions. The fuel
On condition inspection system includes fuel pump, a gas producer fuel control, a
Known or suspected lightning strike power turbine governor, and a fuel nozzle. The fuel
Slippage and/or sudden engagement of freewheel clutch control system regulates the gas producer speed supported
unit on the power turbine governor readouts. The amount of
First 50 hours of operation on new, repaired or fuel allowed in the combustion chamber is then a function
overhauled engines. of the rotational speed and control lever positions, but it is
Replacement of fuel pump and/or fuel filter or fuel also affected by the compressor pressure sensed by the
system connections being loosened
measurement devices. In case of rotational over speed, the
Fuel system contamination turbine governor mechanical sensing devices detect
Table 1. Required Inspections. Taken from Rolls Royce – 250 C20
pressure variations above the allowable range through
Operation and Maintenance Manual. 10W2. Revision 21. different pressure diaphragms and preloaded springs
which give a rapid response to the fuel control system.

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 The fuel pump and the filter assembly includes gear type elements connected to the fuel lines. A low-pressure
filter prevents solid pollutants from entering the pump and damaging the gears and two discharge check valves control
the direction of the flow. An additional by-pass line keeps the fuel flowing through the lines if the filter element
becomes clogged.
Besides, the compressor bleed air system consists of a discharge pressure sensing port, pneumatic lines from the
sensing port to the bleed valve and a bleed air manifold on the compressor case. The OMM describes the system as
follows: “An annular slot over the compressor fifth-stage blades bleeds compressor air into a manifold which is an
integral part of the compressor case. The manifold forms the mounting flange for the compressor bleed control valve
when the compressor case halves are assembled. Compressor discharge air pressure sensing, for bleed control valve
operation, is obtained at a sensing port on the compressor scroll. The bleed control valve is normally open; it is closed
by compressor discharge pressure”.
The relation of these parts of the engine with the recorded maintenance data and stall events is described in section
V, considering every torque reduction directly related to a recorded action on the bleed valves and fuel control devices.

IV. Scheduled Maintenance

The trend lines analysis included in this study have several points directly related to maintenance actions as shown
in Table 3 of Section V. In order to clarify the standard maintenance actions performed and the periodicity of each
service and inspection, the OMM provides a complete chart describing the required scheduled and unscheduled
inspections. The data provided in order to develop this analysis does not include details of each maintenance action
recorded, thus, it is assumed that all the inspections and services made on the M250 C20 engine (whose data is recorded
in the trend lines), were performed in accordance to the manufacturer’s manual and completely complying with the
procedures described on each inspection listed in Table 1.

Generally, unscheduled inspections refer to conditions where the engine has been subjected to abnormal operating
scenarios, when engine damage is suspected, or when associated parts are removed from the engine. The detailed
procedures and periodicity of each activity is not part of this analysis. The accessibility of these documents is
considered as protected by Copyrights and is only provided by the manufacturer under subscription contract.

V. Data Collection and Real Operation

All the data supplied to develop this analysis was recorded from real helicopter operations, starting from 5990
engine hours to 6300 engine hours (TSN). The engine parameters were recorded by the pilot during each flight,
following the procedures described in the engine OMM, section 72-00-00: Adjustments and Test. The records for
each flight include pressure altitude (𝑍𝑝 ), Outlet Ambient Temperature (OAT), Torque (𝑇𝑞 ), Gas producer
Rotational Speed Percentage (𝑁1 ), Turbine Outlet Temperature (TOT) and special remarks in case of unusual events
during flight. Table 2 indicates the relation between the recorded rotational speed percentages and real shaft RPM.
In order to standardize the data collection acquisition, the engine parameters were recorded with the next
configuration:
Max. Design Rotational
Designation Zone 1) Aircraft altimeter set to 29.92 in.Hg.
Percentage Speed (RPM)
2) Records below 10.000 ft.
Gas 3) Anti-ice air selected off.
N1 Produ 100% 50.970 4) Environmental Control Unit selected off.
cer 5) Bleed air heater selected off.
Powe 6) Generator load less than 20%
r 7) Data recorded during cruise flight
N2 100% 33.290
Turbi
8) 𝑁1 Speed at least 95%.
ne
Outp
Power Output ut 100% 6.016 These recorded parameters are subsequently corrected
shaft by altitude, temperature, and torque, and these corrected
values generate three main trend lines that may predict
Table 2. Design speeds. Taken from Rolls Royce – 250 C20 Operation
and Maintenance Manual. 10W2. Revision 21.
the engine future performance or even component
malfunctions.

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 VI. Trend Monitoring Analysis
Using the information collected during each flight, and correcting each parameter according to altitude,
temperature and instruments errors, it is possible to graph the torque, TOT and 𝑁1 values along the engine lifetime.
These trend lines are usually used as a long term prediction tool, although, they may be useful to find short term
malfunctions related to torque variations and TOT sudden changes. The first line to be analyzed is the corrected torque,
measured in PSI, against the engine time, measured in flight hours, as shown in Figure 3.

52
50
48
46
TORQUE (PSI)

44
42
40
38
36
34
32
30
28
5.990,00 6.030,00 6.070,00 6.110,00 6.150,00 6.190,00 6.230,00 6.270,00

TSN
Figure 3. Torque vs Flight Hours. Plotted according to registered data from a local helicopter operator.

This line basically indicates the increasing amount of torque registered by the measurement devices located in the
output shaft of the engine. The torque registered on each flight depends on several conditions related to atmospheric
parameters and the specific operations. The influence of atmospheric parameters on each flight is reduced by
correcting each point by temperature and height, as indicated in the operator’s maintenance manual; however, special
operations as external cargo lifting could indicate an important increment in the amount of torque shown by the
instrument. In those cases, the data should
Flight be recorded before the lifting or hoisting
Mark Observations
Hours
operation.
N2 Indication not constant. – Fuel Control is The long-term analysis derived from
▲ 5.994,40
replaced this graph is related to the straight-orange
▲ 6.026,90 Fuel Control is replaced with a new one. trend line in Figure 3, which describes the
normal tendency of the engine to increase
▲ 6.071,70 Compressor Wash the recorded torque, as the main
components develop the expected
▲ 6.073,70 Compressor Wash deterioration and wearing.
Compressor Stall – N2 Indication not constant - 100 Nevertheless, the recorded period
▲ 6.080,70
Hours Service and Inspection only describes its behavior from 5590 to
▲ 6.086,20 Compressor Wash
6300 flight hours, including only 11% of
the total data of the long-term trend
▲ 6.096,90 Compressor Wash analysis. It is not within the scope of this
document evaluating the long-term
▲ 6.098,90 Installation on another MD 369D Helicopter deterioration of the engine, but the short-
Compressor Stall – N2 Indication not constant -
term conclusions shown by this record.
▲ 6.136,40 The short-term records are included
Bleed Valve is replaced
in the graph as single dark blue points
▲ 6.155,80 Compressor Wash connected through a dashed dark line.
Some of these points are marked as yellow
Table 2. Pilot and Maintenance Notes. Taken from the Logbook Records from a local
helicopter operator. to indicate maintenance actions and some

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others are marked as red to indicate special
events during the flight. The highlighted points
are described in
Table 3.
Based on these events, the analysis is divided
into three main sections, according to the three
stall events recorded by the pilot. From 5990 to
5994 flight hours (Period 1), the trend line shows
a constant behavior to a point where the torque is
dramatically reduced from 35 psi to 30 psi.
Previous data indicate that this helicopter, due to
its size and maximum takeoff weight of 3000 lb,
does not indicate torque percentage above 60 psi,
and in fact, the maximum continuous allowable
torque is 81 psi with TOT at or below 738 °C 7.
So, it is common to find relatively low torque
values in the records, but in this case, the 5 psi
sudden reduction was followed by an N2
percentage reduction in the next flight, which Figure 4. External Load Lifting on MD 369D. Picture taken by an anonymous
local aircraft spotter.
developed into the first compressor stall event.
Similarly, from 5994 to 6081 Flight Hours (Period 2), the line presents three sudden drops at 6026.9, 6054.4 and
6080.7 flight hours. The first drop was preceded by a fuel control replacement, which could affect the behavior of the
powerplant, while the second and third falls were not directly related to previous maintenance actions. The focus of
the analysis for Period Two is made on the third drop, as it corresponded to the second compressor stall event registered
within the time of the study. In this specific case, the recorded torque fell from 52 to 44 psi even when performing the
same flight operation at the same external conditions with almost the same takeoff weight. Comparing this values to
the previous event mentioned on Period 1, the indicated torque is considerably higher, although it is not advisable to
compare these values directly since Period two is including external cargo lifting operations (as shown in Figure 4)
and different pressure altitudes which, even after applying the correction factors, may cause relevant variations.
Also, in this specific compressor stall event, the pilot recovered the aircraft by lowering the collective and reducing
power according to chapter 3 of the rotorcraft flight manual, and it was not required to perform an autorotation
maneuver. Afterwards, a 100 hours inspection was developed on ground by the maintenance team so as to find any
component malfunction that could cause the event.
The last period, from 6080.7 to 6300 flight hours, also includes two more important drops at 6100.4 and 6136.4
flight hours. The first fall could be related to an installation of the engine on another helicopter, as registered on the
engine’s logbook, which may affect the first reading. However, the second drop during period 3 indicates a sudden
fall from 45 psi to 35 psi related to the third recorded stall event. In this case, the operation did not include external
cargo lifting before the stall event and the stall was once again recovered by the pilot by performing the regulatory
procedures. Afterwards, maintenance inspections were accomplished and the bleed valve was changed.
For every period, and specifically before every stall events, there was a noticeable reduction in torque during the
previous flight, according to the short time trend line. Then, all the recorded stalls were possibly predictable and could
be then avoided by checking carefully and continuously the behavior of this graph, which indicates the real results
from all the previous maintenance actions.
Other graphs that may be helpful for evaluating the short-term behavior of the engine are the TOT-vs-Time and
the N1-vs-Time records. Figure 5 shows the TOT behavior along the three periods, highlighting with red marks the
three main events relevant to this study. Yellow marks are also indicating the maintenance actions carried on according
to Table 3. To understand the behavior of this graph, it is necessary to mention the concept of Turbine Outlet
Temperature, which is simply the temperature of the flow measured after leaving the turbine section. This temperature
raises when the amount of fuel burnt inside the combustion chamber is increased, to wit, when the engine is required
to generate more power. For the M250 C20B Engines, the maximum allowable continuous temperature is 755°C at
operations below 73.4 psi torque. During takeoff, this temperature may reach 810°C without exceeding 5 minutes,
according to Section 2 of the MD 369D Rotorcraft Flight Manual 6.

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 700
690
680
670
660
TOT (°C)

650
640
630
620
610
600
590
5.990,00 6.030,00 6.070,00 6.110,00 6.150,00 6.190,00 6.230,00 6.270,00
TSN

Figure 5. TOT vs Flight Hours. Plotted according to registered data from a local helicopter operator.

During Period 1, the temperature analysis shows that there is an important reduction on TOT before the N2
reduction event. For this specific case, the temperature plunged from 672°C to 631°C even when flying the same
operation at similar ambient conditions. Likewise, on Period 2, there were four sudden temperature drops, and a
compressor stall developed only after the fourth fall. The most critical temperature difference is found at 6027.9 flight
hours, after a fuel control replacement, falling from 685°C to 604°C, while subsequent drops do not exceed 20°C
difference. It is noticeable that, differently from the first 3 drops, the fourth drop appears after a progressive
temperature rise, which is not common when performing the same operations.
Period 3, on the other hand, presents a new behavior, locating the stall episode within a temperature peak and
including one significant drop without any related event. This deviation from the previous analysis might suggest that
the TOT trend line could not be as useful as the torque trend line for this prediction, since the temperature may vary
considerably according to many other factors not directly related to stall conditions. Nevertheless, it could be used as
an additional indicator of components malfunctions as fuel control units, governors or even bleed valves, especially
when, after flying on the same conditions, the recorded data is not constant.
Finally, the N1 percentage record (Figure 6) could also be a useful tool for detecting engine malfunction related
to accessories and ratings above the allowable values. However, for this case, the three critical stall points seem not
to have a direct connection with the N1 recorded value. In fact, the record shows that there are other critical points not
related to stall events, specifically at 6027 hours and 6100 hours. For this case, the maximum recorded value was 97%
N1, which is still below the limit according to the Rotorcraft Flying Manual. The differences between the maximum
and minimum values could be generated due to specific operations as mentioned before since the engine operates at
higher ratings when lifting external cargo at higher altitudes.

98
97
96
95
N1 (%)

94
93
92
91
5.990,00 6.040,00 6.090,00 6.140,00 6.190,00 6.240,00 6.290,00

TSN
Figure 6. N1 vs Flight Hours. Plotted according to registered data from a local helicopter operator.

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 VII. Conclusions and Future Work
After analyzing the three main records made by pilots during every flight since 5990 hours to 6300 hours (TSN)
of an M250 C20B engine, powering an MD369D helicopter, it has been noticed that some critical and potentially
accidental events may be prevented by using the short-term trend analysis method. Typically, Trend Monitoring is
used as a long-term preventive tool, which indicates the engine deterioration over the years, by comparing and
correcting some recorded parameters as Torque, N1, and TOT. Nevertheless, the data provided with three reported
compressor stall events shows that before each event, the data presents a particular behavior.
The most useful tool to detect this engine accessories malfunctions is the Torque vs Time graph, where all the stall
events occurred during the flight after a noticeable fall of the recorded torque. This reduction in the recorded torque
happened during the same type of operation on similar environmental conditions. It is noteworthy mentioning that this
sudden drops in the records should be affected by changes in the type of operation (from passenger transport to external
sling-load lifting) or changes in the operating altitude (lifting at sea level and then lifting at 8000 ft MSL). In such
cases, the indications, even after applying the correction factors, may not be reliable. The data used for each analysis
must be obtained from operations with similar conditions, in order to alert maintenance teams and crews when
different trend behaviors are found.
The Temperature vs Time graph might also be useful in short time analysis when sudden falls or increments are
registered without any related report, and this changes could indicate not only future stall events but different
component malfunctions related to the amount of fuel burnt in the combustion chamber.
On the other hand, the N1 vs Time graph might not be as suitable for this analysis as the other graphs, since it is
the most constant parameter, usually below the limit value and the sudden increases or falls are linked to changes in
the engine external conditions. However, this data must also be carefully controlled according to the rotorcraft flight
manual and the engines operator’s manual.
Future works for developing a complete model of this short time trend lines behavior would require more events
occurred in other engines from the same model on similar conditions. It is necessary to analyze more data from this
engine to create a solid theory supported by different simulations of the thermodynamic cycle and the entire helicopter
power and transmission system. Additionally, as this engine is considered as an old design, a new mathematical model
could be used for newer engines capable of sensing these variations and preventing the crew and maintenance teams
before developing a compressor stall or any other foreseeable malfunction.

References

Electronic Publications

1
Cousins, W. “The Dynamic of Stall and Surge Behavior in Axial Centrifugal Compressor” – Ph.D. in Mechanical
Engineering Dissertation – Virginia Polytechnic Institute and State University. 1997. Blacksburg, Virginia. Section 1.
2
Japikse David. “Stall, Stage Stall and Surge” - Proceedings of the tenth turbomachinery Symposium. Hanover, New
Hampshire. 1998.
3
Zaki M. “Physics Based Modeling of Axial Compressor Stall” – Ph.D. Thesis in Aerospace Engineering. Georgia
Institute of Technology. 2009. Section 2.2.
4
Perrotti, D. “Two-dimensional design of axial compressor- An enhanced version of LUAX-C”. Thesis for the degree
of MSc. – Thermal Power Engineering, Energy Sciences, Lund University, Sweden. 2010. Section 1.3.
5
Federal Aviation Administration. “Type Certificate Data Sheet N° E4CE”. Revision 42. 29 June 2010. Type
Certificate Holder: Rolls Royce Corporation. Indiana, USA.
6
Rolls Royce Corporation. “250-C20 Series Operations and Maintenance Manual – 10W2”. Section 72-00-00.
Revision 21. 15 July 2016. Rolls Royce Proprietary Data. Export Controlled.
6
MD Helicopters. “Rotorcraft Flight Manual- MD500D (Model 369D)”. CSP-D-1. Section 2-7 – Powerplant
Limitations Rolls Royce 250 C20B. Revision 13. 21 July 2016. FAA Approved.

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