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i
RTM322 – EXCEEDING EXPECTATIONS.

Brian Thomas Allen ([email protected])

Chief Engineer - Helicopter Engines
Rolls Royce plc
Bristol,
England.

ABSTRACT

The Anglo-French RTM322 engine has been developed to meet the military need for a common powerplant capable of
satisfying the global operational requirements of land, sea and air forces. The provision of an engine which meets the
rigorous demands of reliability, maintainability and testability (as well as being able to offer power growth options as
capability demands increase during the operational lifetime of the aircraft) provides significant benefit opportunities to the
front line operator and the equipment manufacturer. Such mutual benefits include enhanced logistic support afforded by the
ease and interchangeability of engine modules/components between aircraft types and reduced acquisition and inventory
costs. This paper summarises the design concepts and parallel development/aircraft integration programmes of the RTM322
engine in three platforms and reflects upon the achieved reliability of the product over the first two years of in-service
operation.

INTRODUCTION

In the late 1980’s, all three UK Military Service sectors

identified requirements for the acquisition of modern
helicopters within their respective fleets. At the same time,
the changing role of the UK forces was highlighting the
need for world-wide deployable capability. The UK
Ministry of Defence (MoD) recognised this situation as an
opportunity to introduce some commonality into its
operations and to reap benefits of synergy from a new
force structure.

With three fundamentally different operational roles

requiring different air vehicles the challenge was set to
provide solutions to the propulsion requirements utilising a
The existing RTM322 installations in UK MoD service
single engine type. The design solution had to be capable
comprise two variants of the European Helicopter Industry
of operating in the broader, global environmental
EH101 and the Westland WAH-64 Apache. In addition, an
conditions imposed as a result of the post ‘cold war’
increased power version has been selected for the N.A.T.O.
changing role of the armed forces. This situation was
Helicopter Industry NH90 aircraft, ordered by the French,
reflected in the UK MoD Strategic Defence Review of the
German and Dutch governments. Further installations into
late 1990’s.
other existing (and new) airframes (for both civil and
military applications) would benefit from the existing or
The single engine type was designed to rigorous standards
power-growth versions (up to 3,000s.h.p.) already defined.
that embraced not only North European operational
requirements, but also the need to deploy helicopter units
The resulting commonality, flexibility and designed-in
world-wide (with no degradation in operability).
reliability and maintainability features offer the prospect of
significant logistic advantages to both the operator and
Utilising a state-of-the-art, Full Authority Digital Engine
industry. Furthermore, opportunities to develop innovative
Control (F.A.D.E.C.) system and an advanced Inlet
after-market support options become a reality, leading to
Particle Separation (IPS) unit, the engine configuration
benefits in vastly improved and sustainable operational
includes the flexibility to be utilised, at optimum levels, in
readiness as part of an affordable package.
diverse roles including those of Anti-Submarine Warfare
(ASW), Tactical Troop Transportation and Support (TSH)
and battlefield Attack Helicopter (AH).

 Rolls-Royce plc - 2001

DESIGN CONCEPT In considering F.A.D.E.C, the thermodynamic stability of
the engine needs to be considered if total advantage of the
Market demands for new aircraft engines are no longer system is to be realised. In particular, the speed of response
dominated by initial unit costs, but include, as equal of the controller must be optimised to match the engine
importance, a ‘through-life’ affordable package which will characteristics without the risk of compressor surge or
deliver operational and cost effective solutions. As such combustor instability. Although the RTM322 F.A.D.E.C
the modern engine is required to meet the rigorous incorporates surge detection/protection and flame – out
standards that such criteria demand, including the protection logic, it is fundamental to the design of the
‘standard’ Reliability, Maintainability & Testability (R, M engine that its stability margins remain sufficiently robust
& T) requirements born out of the RM&T2000 initiatives to enabled any future ‘throttle – push’ power enhancement
of the 1980’s/90’s. In addition, it is recognised that requirements to be accommodated.
reductions in pilot workload (particularly important in the
military rotorcraft field) should be afforded equal
importance.

Such diverse requirements inevitably lead to design

compromises and it is the optimisation of such that results
in a product that best meets the original intent of all
concerned, from inception.

THERMODYNAMIC CONSIDERATIONS.

The fundamental parameters influential in such designs

include:

- Overall Pressure Ratio (OPR)

- Mass flow
- Turbine Entry Temperatures

The typical values of these parameters (at SLS T/O) are

illustrated below: One of the key contributors to the stability of the engine is
the incorporation of the vaporiser combustor system. A
Application Power OPR Core Mass TET (K) major characteristic of the design is the high weak
(hp) Flow (lb/s) extinction boundary afforded through the relatively low
EH101 ~2100 ~14 ~12.5 1450 – primary zone inlet Air/Fuel Ratios (AFR’s) within which
(ASW) 1500 the combustor operates. Full advantage is therefore taken in
the optimisation of the fuelling/combustor system, fully
Apache ~2100 ~14 ~12.5 1450- integrating it with the F.A.D.E.C and hence providing a
1500 complete engine system having the required rapid response
EH101* +7%** ~14.5* ~13 1500- to control system demands.
(TSH) 1575
F.A.D.E.C.
NH90# +14%** ~15.25 ~13.751500-
1550 The F.A.D.E.C. system provides for complete control of
*”Throttle Push” ** From EH101(ASW) levels the engine which, in addition to automatic start sequencing,
# Uprated compressor fuel management, compressor variable geometry
scheduling and power shaft output speed control, includes
Low ‘through life’ costs are generated via robustness of Gas Generator and Power Turbine overspeed protection,
component design and as such lead to a machine which overtemperature protection, fault detection and failure
will operate at moderate OPR’s and TET’s, thus reducing management. In addition the F.A.D.E.C. provides multiple
compressor load and resulting in turbine longevity and signals to the cockpit displays and engine speed and
power growth margin. Such factors lead to the necessity to temperature signals to the Aircraft Management System
design a higher mass flow machine which tends to be (AMS) where they are processed via validated algorithms
detrimental in terms of specific fuel consumption (s.f.c). in order to monitor engine health and life usage.
However, the incorporation of a F.A.D.E.C system, as a
fundamental design requirement, affords the opportunity to The system has an independent dual channel arrangement
optimise engine characteristics throughout the required in which the second channel provides the back-up (or
operational envelope thereby minimising this apparent redundant) system with independent power supply and no
shortcoming. loss of functionality over the alternative

 Rolls-Royce plc - 2001

channel. Selection of the second channel in the case of INLET PARTICLE SEPARATION.
failure is automatic and ‘bump-free’. All flight critical
electrical input and output signals are duplicated so that no
single failure will result in a mission abort.

Engine operation throughout the flight envelope is

optimised and pilot workload minimised by the provision
of automatic control and operating functions. The system
permits the use of a simple pilot interface in the helicopter
for engine control; start-up, transition to/from rotor
governing and shutdown operations are combined into a
single condition switch for each engine.

Incorporation of F.A.D.E.C as a basic design criterion

affords the opportunity to optimise the total engine/control
system with the dynamic characteristics of specific aircraft
drivetrains. This ability was exploited fully during the The RTM322 engine incorporates a unique Inlet Particle
WAH-64 (Apache) engine integration programme carried Separator (IPS) module. This unit, having no moving
out at the Boeing, Mesa (Az.) plant. components, utilises an inter – stage turbine ejector bleed
system in combination with vortex separation of airborne
It became evident that, due to the relatively low inertia of particles via the ballistic/aerodynamic design of the IPS
the aircraft rotor system, compared with that of the EH101 scroll. Testing to MIL-E-50007 requirements has
application, the acceleration response of the engine during demonstrated particle separation efficiencies in the mid
rapid collective ‘pulls’ was such as to initiate drivetrain 90% range.
resonance following engine/drivetrain ‘coupling’.
Finessing of the control laws within the last 10% of The separation of particulate contaminants from the inlet
acceleration provided a solution in which no discernable air is a function of particle size. The inertia of the particles
detriment to the desirable engine response rate resulted. is used to deviate their trajectories from the general flow
direction in a region of flow curvature. For small particles,
The F.A.D.E.C. system, as well as contributing to typically below 50 to 100 microns diameter, drag forces
outstanding operational advantages, also facilitates tend to dominate the momentum effect for which it is
improved maintainability through the continuous necessary to create a region of very high flow curvature to
monitoring of key engine parameters via its sensor achieve separation. This region is located around the area
network throughout the engine. The built-in test capability of maximum diameter of the IPS.
of its circuitry and its ability to perform continuous testing
Inlet Particle
of the Line Replaceable Units (LRUs) adds to this Separator
advantage. Additionally, the system transmits engine
health and usage data via the ARINC link to the AMS
Separated Solid Particles
providing complete maintenance diagnostic facilities to the to be Scavenged Overboard
ground crew as well as (via appropriate algorithms) Power by Ejector
Performance Index and Exceedence Monitoring
capabilities.

It is only through F.A.D.E.C. technology, and the use of Ambient

these algorithms and real time data that more accurate Inlet Air Clean Air to
Compressor
monitoring of the Critical Part lives is achieved. This
allows full life usage to be extracted from the engine
components prior to replacement resulting in the obvious
Double Skinned
benefits of increased aircraft availability and reduced Life Inner Duct / Hub
Cycle Costs for the operator.

Anti-Icing
Bleed Air Flow
Double Skinned
Outer Duct

 Rolls-Royce plc - 2001

The small particles are concentrated in the outer region of Apache attack helicopter and the two Mks (one being
the flow for collection into the scavenge scroll. Larger equipped with a ramp) of the European Helicopter Industry
particles have enough momentum to behave in a ballistic EH101 Merlin.
manner. In this case, control over trajectory is achieved by
designing the separator so that collisions with the duct Of the three, the Merlin Mk1 (ASW) aircraft was the first
walls tend to focus the particle towards the scavenge to enter service (with the Royal Navy at the end of 1998).
section. A ballistic means of separation also applies in the Included in the initial operational phase has been an
case of foreign objects and bird strike debris. In both intensive period of engine reliability demonstration. This
instances, the objects are directed into the scavenge comprised a dedicated group of 5 aircraft from 2 squadrons
section. exposed to an intensive period of operations and
deployments from ship and shore bases.
The lower pressure loss resulting from the absence of
‘swirl/de-swirl’ vanes enables the use of an ejector UK Army Air Corps (AAC) WAH64 Apache and Royal
mechanism using turbine bleed with no moving parts to Air Force Merlin Mk3 aircraft are currently involved in
scavenge the duct rather than having to use an electric fan Service Evaluation and pilot training programmes.
that would be susceptible to erosion and poor reliability.
Thus the entire IPS mechanism on the RTM322 has no RELIABILITY
moving parts offering unparalleled levels of separation
reliability, efficiency and reduced maintenance burden. During the initial In – Service Reliability Demonstration
phase all flights were closely monitored for engine
Extensive testing of the IPS has been performed and operation defects. This ISRD phase of the RN Merlin Mk 1
results have illustrated excellent separation of airborne A/C, was completed earlier this year with a total of nearly
debris and foreign objects. This was further substantiated 3500 engine flying hours having been accumulated.
throughout the engine qualification programme with the
engine achieving the requirements laid down in Def-Stan Total flying hours with the Mk 1 aircraft exceed 16500,
00-971 and Mil Spec AS/AV-E-8593E for the ingestion of whilst those for the RAF Mk3 variant and AAC WAH 64
sands, salt, hail, ice, water and birds. Apache installations amount to approximately 2000 &
3500, respectively to date. During this time only two
MAINTAINABILITY/TESTABILITY LRU’s were recorded as failures, with no engine removals,
for any cause, having been experienced.
Simplicity was fundamental to the engine's design concept
with the selected engine configuration offering benefits of The ISRD data indicates that the contracted Mean Time
robustness and low acquisition and life cycle costs. A low Between Failure (MTBF) requirement for the engine is
part count and the latest in manufacturing techniques greatly exceeded, verifying the in-built reliability that was a
further enhance the ownership cost savings inherent in this fundamental design criterion of the engine from the outset.
design.
OPERATIONAL/OEM MUTUAL BENEFITS.
An additional fundamental was the principle of designing
for ease of maintenance. The principle aim was to In addition to the clear operational benefits that such
maximise operational availability through the reliability levels produce, through – life cost advantages are
minimisation of downtime for scheduled and, should the also evident. Such advantages, amplified by the high degree
need arise, unscheduled engine maintenance. This meant of commonality between the applications, can result in
minimising the scheduled maintenance requirements and added benefits to both the acquisition customer and the
ensuring the engine design facilitates rapid engine Original Equipment Manufacturer (OEM).
recovery from unscheduled events. To this end
maintenance teams from the UK Royal Navy and Royal A change of OEM emphasis from equipment supplier to
Air Force as well as a specialist US evaluation team were ‘tailored’ service provider allows the customer the
used in the engine design phase to validate the “no opportunity to concentrate upon its prime role of providing
compromise” approach to ease of maintenance. a coherent, flexible and effective defence force. In so
doing, the equipment provision challenge is vested in the
ENGINE DEVELOPMENT/QUALIFICATION OEM, that ‘equipment’ including the entire suite of
essential services (documentation, repair & overhaul, spare
The RTM322 engine has been qualified for service use in engines & LRU’s etc.) that is required to sustain the
all three UK MoD new aircraft which will form the requirements of the modern, integrated defence force. Thus,
nucleus of the joint operations covering battlefield, the availability of all engine related services can be
maritime and Tactical Troop Transportation roles. These provided at levels appropriate to the operational readiness
aircraft are the Westland WAH 64 variant of the model ‘D’ requirements of the end - user

 Rolls-Royce plc - 2001

This change in service support is, I believe, inevitable. The
current major debating point probably focusing upon the The author would like to thank Rolls-Royce plc for giving permission to
publish this paper
degree of support offered; that is, whether industry could
(or should) be included in 1st &/or 2nd line activities in It should be noted that the views expressed in this paper are those of the
additional to the ‘traditional’ engine supply/spares support author and are not necessarily those of Rolls-Royce plc
concept.
The work described in this paper was carried out with the support of the
UK MoD.
CONCLUSION.
This paper was originally compiled for presentation at the AHS
Forum 57 - May 2001.

The RTM322 engine was designed to the exacting

standards demanded by the customer for joint service
operations in the twenty first century. The focus upon all
aspects of the quoted requirements of the platform (rather
than mere attention to the contracted engine specification)
has resulted in the provision to the operator of a power
system that best meets these needs.

Meticulous attention to the number of, and, access to Line

Replaceable Units (LRU’s) ensures the highest level of
operational readiness. The inherent robustness of the
turbomachinery has already surpassed expectations in
demonstrating the potential longevity of the engine which
will reap benefits of low through life support costs, whilst
affording industry the opportunity to offer innovative
support concepts, enabling the end-user to concentrate
upon the vital front line defence role.

The optimisation of the F.A.D.E.C. system into total

aircraft drivetrain management has been proven to vastly
reduce pilot workload and thereby improve the operational
effectiveness of the weapon system.

“The best thing about Flying a Helicopter powered by

RTM322 engines is the ability to forget about them”

(Rotor and Wing International)

All these factors were initiated by an understanding of

end-user requirements, which were given equal and
definitive importance from the inception of design. It is the
result of such understanding that the engine, during its first
two years of service operation/evaluation has exceeded the
expectations of the contracted customer and equally (if not
more) importantly the end-user/operator.

 Rolls-Royce plc - 2001