AIAA/ICAS International Air and Space Symposium and Exposition: The Next 100 Y AIAA 2003-2522

14-17 July 2003, Dayton, Ohio

HISTORY OF THE ROLLS-ROYCE MODEL 250 TURBINE ENGINE

Alexander Youngs
Business Development Director, Helicopters
Rolls-Royce Corporation

Abstract

The Rolls-Royce Model 250 engine, formerly the Allison 250, is one of the most successful small turbines ever
developed. Originally designed to meet a military requirement for a 250 shaft horsepower (shp) turboshaft, the
Model 250 has since gone on to spawn a range of civil and military variants – including turboprops, missile engines
and gensets – and today produces power ratings in excess of 800 shaft horsepower. This paper considers the genesis
of the Model 250, its development, major applications and current status.
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Introduction search and rescue, special operations, training and

In an industry that periodically celebrates a million
hours of service, one aero engine that stands out
proudly from the pack is the Rolls-Royce Model 250
– which clocks up almost a million operational flying
hours each and every month.
Although a mature engine that has just slipped past
its 40th birthday, the Model 250 remains a major
force in the small turboshaft and turboprop market.
Its popularity is augmented by customer confidence
borne of a global network of 27 Authorized
Maintenance Centers each containing full overhaul
and repair facilities and experienced personnel.
Since first flying in the early weeks of 1961, the
Model 250 has steadily extended its portfolio of
applications to bewildering proportions – 130
different aircraft types, 80 of which are still flying
today – and has almost tripled its power output from
those earliest days. Currently on offer to a highly
diverse market are family variants from 420 to 715
take-off shaft horsepower.
More than 28,500 engines have been built – peak
production in the 1970s saw a phenomenal 200 being
built every month – and the engine type is on the
verge of passing 160 million service hours.
Perhaps more astonishing still is the sheer volume of
aircraft types, roles and customers the Model 250 has
accumulated. There are 3,850 civil helicopter users
flying Model 250-powered craft in over 100
countries, and 155 military and paramilitary operators
in 95 countries. In all, over 16,000 engines are still
flying in 130 countries around the globe.
The engine is used by military operators for
reconnaissance, attack, troop- and load-carrying,
VIP transport; by utility companies for power line
checks and oil platform transport; and by local law
enforcement agencies for a wide range of policing
duties, including border patrol. Emergency services
fly Model 250-powered craft to deliver life-saving
supplies and to transport patients; business
corporations use them for anything from executive
transport to newsgathering; and private individuals
‘fly Rolls-Royce’ for sheer pleasure.
Background
The Model 250’s genesis harks back to the late 1950s
when the U.S. Army was considering a new
generation of Light Observation Aircraft (LOA) to
replace the Cessna O-1A Bird Dog. The Army was
unsure whether to specify a fixed- or rotary-wing
platform, but was sufficiently impressed by early
turbines such as the Avro Lycoming (now
Honeywell) T53 to specify a lightweight turbine
powerplant.
An engine competition was launched in 1957, and in
June 1958 General Motors Corporation Detroit
Diesel Allison Division (later to become General
Motors Corporation Allison Gas Turbine Division)
was selected over Lycoming and Garrett to begin
work on designing a 250 shp engine, to be developed
in both turboshaft and turboprop variants. Allison’s
proposal was based on a fixed-price bid,
incorporating a 50:50 cost share. The original design
target of designing a 250 shp engine weighing only
98 lbs was soon superseded by a new target of 317
shp and 109 lbs, to ensure sufficient ‘hot and high’
performance.
The engine designed by the team at Indianapolis, IN,
was innovative in its design, featuring a small-
diameter six-stage axial and single-stage centrifugal

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American Institute of Aeronautics and Astronautics
Copyright © 2003 by Alex Youngs. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
 compressor. The compressed airflow was then
passed via two diffuser pipes into a single reverse-
flow combustion chamber, featuring a single fuel
nozzle. After combustion, the gas-flow then passed
through a two-stage gas-generator and a two-stage
power turbine, before exiting through two exhaust
stacks either side of the engine.
This design resulted in an extremely compact and yet
genuinely modular engine. The engine effectively
consisted of four modules (compressor, combustion,
turbine and gearbox), with maintenance of any one
module being possible independently of the
remaining units.
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Prior to the appearance of the Model 250, it was
widely believed that gas-turbine engines producing
less than 500 shp would not be economical, and the
Model 250 was thus the first turbine engine of its size
to go into mass production
The first prototype Model 250 engines (military
designation T63) were run in April 1959, and first
flight of a YT63-A-3 prototype engine in a Bell
HUL-1M (a Bell 47 variant) took place in February
1961. Problems encountered during development
focused on the high rotational speeds associated with
the small diameter components, and the close
tolerances involved, but these issues were gradually
overcome as the Allison team gained experience with
the design. The T63-A-3 turboshaft completed its
50-hour Preliminary Flight Rating Test (PFRT) in
November 1961, with the YT63-A-1 turboprop
following suit one month later.
A little known fact about the Model 250 is that, as
originally designed, the twin exhausts actually
pointed downwards. In order to minimize the infra-
red (IR) signature of the installed turbine (thus
reducing vulnerability to ground-launched surface-to-
air missiles), and to avoid accidental grass fires,
Allison was asked to recertify an ‘inverted’ version
of the engine, and the resulting YT63-A-5 engine
passed its 50-hour PFRT in March 1962. This engine
– rated at 250 shp take-off power or 212 shp
continuous – became the baseline engine for initial
aircraft test applications, and in September 1962, the
T63-A-5 completed its official 150-hour Model
Qualification Test (MQT).
In 1962, the U.S. Army opened a competition for an
alternate LOH engine, for which the Continental
(CAE) T65 was selected. In the event, however,
Allison’s successful development of the T63 negated
the need for an alternate engine to be procured.
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American Institute of Aeronautics and Astronautics
Service entry
By 1960, the U.S. Army had settled on a rotary-wing
solution to its LOA requirement, launching a Light
Observation Helicopter (LOH) program and
soliciting proposals from 16 companies. In 1961,
Bell Helicopter, Hughes Helicopters and Hiller
Aircraft were each selected to build five prototypes
powered by the Allison T63. After a technical
evaluation and fly-offs from 1963, the Fairchild
Hiller OH-5 and Hughes OH-6 designs were
downselected for a final cost competition, and in May
1965 Hughes was announced as the winner of the
LOH contest.
Within the year, Hughes was awarded a contract for
the first batch of 714 helicopters, deliveries of which
commenced at the end of 1965. Follow-on orders
would soon boost this requirement to 1,434 aircraft.
Production deliveries of the uprated 317 shp T63-A-
5A commenced in December 1965, with the OH-6A
entering Army service in 1966.
The egg-shaped Hughes OH-6A (company
designation Model 369) made extensive use of state-
of-the-art materials, design and fabrication. The
helicopter – officially named the Cayuse, but
popularly known as the ‘Loach,’ after its LOH
designation – rapidly gained a reputation as a fast,
versatile and robust aircraft. The Loach was capable
of carrying two crew and four troops, or up to 1,000
lbs of payload, including a wide range of installed
weapons. The OH-6A would go on to perform
sterling work during the Vietnam War, being used for
a variety of roles including reconnaissance, liaison
and armed scout.
The OH-6A’s abilities were underlined in March and
April 1966, when Frederick ‘Jack’ Schweibold and
Rob Ferry established no less than 23 FAI-recognized
unlimited records for rotorcraft, including distance
flown, speed and altitude. As will be described later,
many of these records still stand today.
Recognizing the potential of the Model 369 design,
Hughes soon began developing a commercial version
of the aircraft, and by November 1968 the civil
Hughes Model 500 had entered production. Based on
the OH-6A, but utilizing the more powerful 317 shp
Model 250-C18, the Hughes 500 represented a
quantum leap over existing piston-engined
helicopters, offering higher usable payloads, multi-
fuel operation, lower internal vibration levels and
more reliable starting.
 Despite having lost out to Hughes in the original
LOH contest, neither Bell nor Hiller took defeat lying
down, and both were soon to find commercial
success with their products.
The loss of the LOH program was probably the
biggest shock to Bell, which had already secured the
Army’s medium utility helicopter program with its
Model 204 (UH-1 Huey), and which had dominated
the civil market for 15 years with its popular Model
47 design.
Following its de-selection from the LOH program in
1964, Bell immediately went to work on redesigning
its OH-4 design as a commercial product, designated
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the Model 206A JetRanger. First flight of the new
five-seat civil helicopter was achieved in January
1966, with deliveries commencing a year later. The
JetRanger would soon become the world’s most
successful civil turbine helicopter, outselling even the
Hughes Model 500. Initially powered by the 317 shp
Model 250-C18, the JetRanger would represent the
basis of a 40-year relationship between Bell and
Allison/Rolls-Royce.
In 1967, the U.S. Navy gave its backing to the
JetRanger, selecting the type to meet its requirement
for a primary trainer. 40 TH-57A SeaRangers were
ordered, with subsequent batches taking this figure to
173 aircraft.
In 1968, the U.S. Army undertook a second LOH
competition, for which Bell proposed the OH-58
Kiowa, based on the JetRanger but featuring an
increased diameter main rotor and the uprated 317
shp T63-A-700, a military-certificated version of the
Model 250-C18. In a bold move, the Army decided
to select the Bell design for its follow-on LOH
requirement, rather than sticking with the proven
Hughes OH-6, and in 1968 Bell was awarded a
contract for 2,200 aircraft.
The first OH-58A Kiowa was delivered to the U.S.
Army in May 1969, the type being deployed to
Vietnam later the same year.
For its part, Fairchild Hiller also adapted its losing
LOH design, the OH-5, into a successful civil variant,
the FH 1100. Powered by the 317 shp Model 250-
C18, the FH 1100 received Federal Aviation
Administration (FAA) certification in May 1964,
with deliveries commencing in June 1966. Over 240
FH 1100s were built, and the design has recently
been put back into production by the FH
Manufacturing Corporation.
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American Institute of Aeronautics and Astronautics
Development history – Series I
As already detailed, the original 250 shp T63-A-5
(civil designation Model 250-C10) was soon replaced
in production by the 317 shp T63-A-5A (Model 250-
C10B), which produced 270 shp continuous power
and which was certificated in September 1965. The
next version of this ‘Series I’ engine was the T63-A-
700 (Model 250-C18), also rated at 317 shp but
offering a full thermodynamic rating structure at this
power. Used in the Bell 206A JetRanger / OH-58A
Kiowa, Fairchild Hiller FH 1100 and Hughes 500,
this engine weighed 141 lbs and was offered with an
optional water-alcohol injection capability to improve
take-off power delivery in ‘hot and high’ climates.
The –C18 also offered an improvement in time
between overhauls (TBO) over the original –C10
engine, the TBO for which was only 500 hours.
As already detailed, the original intention of the T63 /
Model 250 program was to develop a turbine core
capable of being produced either as a turboshaft or
turboprop. Following testing of a handful of
experimental T63-A-1 (Model 250-B7) test engines,
the first turboprop derivative was the 317 shp Model
250-B15, which matched an ‘inverted’ Model 250-
C18 to a reduction gearbox and output drive. The –
B15 was certificated in March 1969, and was offered
with a variety of options including coordinator and
propeller brake. The first application for the –B15
was the Siai Marchetti SM-1019, a turbine derivative
of the Cessna O-1A Bird Dog. Thanks to its small
overall dimensions and light weight, the Model 250
turboprop was a true revelation, representing a
genuine drop-in upgrade for existing piston-engined
designs.
A specialized version of the Series I engine, the
Model 250-E, was also developed, incorporating a
regeneration system to improve fuel economy. The
world’s first ever regenerated turbine engine, the
Model 250-E was test-flown in a Hughes OH-6.
A total of 6,410 Series I turboshafts and 95 Series I
turboprops were produced.
Development history – Series II
Having found such a ready market for the Series I
engine, Allison soon went to work developing a
higher powered version, the Series II. Destined to
become the most successful version of the Model
250, this family of engines introduced a number of
improvements to increase air flow, turbine
temperature and component efficiency. The series
featured larger diameter first stage compressor and
 turbine wheels, but with only a small increase in
weight.
The initial member of the Series II family was the
Model 250-C20, which produced 400 shp at take-off,
385 shp continuous power and weighed 158 lbs.
Certificated in April 1970, the –C20 was also cleared
to military ratings as the T63-A-701.
The most numerous member of the Model 250 family
is the Model 250-C20B, which was certificated in
February 1974. Featuring take-off and continuous
power ratings of 420 shp, the –C20B also had
provision for water-alcohol injection. Minor
derivatives of the –C20B included the –C20C for the
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Bell OH-58C Kiowa (maximum continuous power
rating 370 shp, no provision for water-alcohol
injection); the –C20F for the Eurocopter AS.355
TwinStar, certificated in March 1979 (which featured
a forward gearbox mounting point); the –C20J and –
C20JN for the Bell JetRanger and TH-67; the –C20S
for Soloy conversions; and the derated –C20W. The
–C20B series was also certificated for military
applications as the T63-A-720. The introduction of
Mar-M 247 material in 1995 led to a dramatic
increase in first-stage turbine nozzle life.
Introduced in September 1986, the 173 lb Model 250-
C20R engine incorporated a new four-stage axial
compressor, an aluminum graphite-coated
compressor case, abradable tip and seal coatings,
thicker airfoils, an increased capacity No.2 bearing
and an optional-use rear mount. These changes
resulted in an increased 450 shp power rating in an
engine which is interchangeable with the –C20B.
The –C20R/1 variant intended for twin-engined
applications features an electronic power turbine
overspeed (N2) governor, excluded from the –
C20R/2 version. The –C20R/4 is similar to the –
C20R/2, featuring a different gear mesh speed but
retaining the 6,016 rpm output speed of all –C20
variants.
During 1999-2000, a series of product improvements
were introduced for the Model 250-C20B and –C20R
families, resulting in increased power and lower
specific fuel consumption (SFC). Released in 1999
for the –C20B family, the enhanced power turbine
upgrade kit introduces improvements to the diffuser
and power turbines, which includes the third- and
fourth-stage nozzles and third- and fourth-stage
turbine wheels. This kit increases power through the
operating range by 3-5%, with a corresponding 1-2%
decrease in SFC.
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American Institute of Aeronautics and Astronautics
In January 2000, the FAA certificated the
corresponding Model 250-C20R+ product
improvement program, which consists of two parts.
The first introduces a new vaned diffuser, shroud
housing and bleed valve assembly to the –C20R
variants and the equivalent –B17F turboprop models.
This improvement increases mid-range power by 2-
3% and reduces SFC by approximately 1%. The
second part of the upgrade is the same improved
power turbine kit previously introduced on the –
C20B series. These upgrades have been incorporated
into all new-build engines, and are available as
upgrades for in-service powerplants.
Development of the Model 250 turboprop family
mirrored progress made with the turboshaft range.
The initial Series II turboprop was the Model 250-
B17, based on the 400 shp –C20 turboshaft core and
first certificated in 1971. A ‘hot & high’ version, the
–B17B, followed in 1974, drawing upon ‘hot end’
improvements introduced in the –C20B turboshaft.
The Model 250-B17C of 1979 introduced an
improved gearbox, able to fully exploit the engine’s
420 shp take-off rating. The –B17D of 1983 was
similar to the –B17C, but featured propeller reduction
gearbox changes to facilitate aerobatic maneuvers.
The –B17E of 1985 was also similar to the –B17C,
but offered reduced measure gas temperatures
(MGTs), thus extending engine life.
The Model-B17F turboprop introduced in 1988 is
analogous to the –C20R turboshaft, offering the same
growth in power to 450 shp. The –B17F/1 variant
incorporates an electronic power turbine (N2)
overspeed detection system, while the –B17F/2 is a
non-aerobatic version.
The Model 250 turboprop engine has benefited from
the same continuous improvement philosophy as the
turboshaft family, with all current Model 250-B17s
incorporating the component improvements detailed
above.
One of the least well-known members of the Model
250 family is the Model 250-KS4, which is used as a
Remote Independent Motor Starting System (RIMSS)
for the Rolls-Royce 501-K34 generator on some U.S.
Navy AEGIS radar-equipped warships. Based on the
Model 250-C20, the –KS4 has been adapted for
operation in a ship-board environment, this
marinization program having included the
replacement of some magnesium components with
aluminum.
 Development history – Series III
The next iteration of the Model 250 was the Series III
family, which incorporated a single-stage centrifugal
compressor in place of the axi-centrifugal layouts of
previous versions. This change resulted in an
increased pressure ratio and airflow, but with a
reduced sound pressure level. A new pre-mix swirl
combustion chamber resulted in improved SFC and
reduced emissions, while a new single-nozzle exhaust
offered lower IR emissions. Other changes included
a modified gearbox and the elimination of
compressor bleed. Prototype engines were delivered
in June 1975, and the initial 233 lb, 500 shp –C28
was certificated in May 1976.
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An improved version featuring a redesigned
compressor, combustor and turbine was certificated
in February 1978, this –C28B engine also having a
500 shp take-off rating, in addition to a 500 shp (vs.
478 shp) continuous rating and a 550 shp 2½ minute
rating. The –C28B also featured an integral inlet
particle separator (IPS), which was deleted on the –
C28C version. Both engines offered improved SFC.
A total of 936 Series III engines were produced.
Development history – Series IV
The ultimate evolution of the Model 250 engine is the
Series IV. Similar in layout to the previous series,
these variants incorporate an advanced single-stage
compressor, dual ignition (–C30, –C30G and –C30S)
and improved turbines. The lead member of this
series was the 251 lb, 650 shp Model 250-C30,
certificated in March 1978.
The Model 250-C30 range features a range of sub-
variants, including the –C30G (featuring an
overspeed No.1 wheel internal energy-absorbing ring
and reduced power take-off (PTO) shaft speed); the
–C30G2 (700 shp 2 ½ minute rating, flat-rated to 650
shp); the –C30L (energy-absorbing ring and
supervisory electronic fuel control); the –C30M
(energy-absorbing ring, torque-tube mounting but no
2½ minute or 30 minute ratings); –C30P (no 2½
minute or 30 minute ratings); and the –C30S (5%
improvement in performance margin thanks to
improved compressor).
The Model 250-C30R (military designation T703-A-
700), certificated in July 1983, introduced a Full
Authority Digital Engine Control (FADEC), the first
production Model 250 variant to do so. The –C30R/1
was certificated in early 1994, featuring 7% greater
airflow for improved ‘hot and high’ performance care
of an enlarged impeller. The –C30R/3 introduces a
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American Institute of Aeronautics and Astronautics
larger centrifugal diffuser throat area, boosting
compressor flow by 9% and further enhancing
aircraft performance. Benefiting from Model 250-
C47 technologies (q.v.), the –C30R/3 also features a
low-smoke combustion liner, new first- and second-
stage gas generator nozzles (stators) and new third-
and fourth-stage power turbine nozzles and discs.
The FADEC-equipped Model 250-C40B combines
the advances of the –C30G/2 and –C30R/1 with a
new gearbox and a different rating structure. The
280 lb, 715 shp –C40B powers the Bell 430, and
features a 30 second one engine inoperative (OEI)
rating of 820 shp (940 shp thermo).
The FADEC-equipped Model 250-C47 is a variant of
the –C40B, tailored to single-engine applications. As
with the –C40B, its single-channel FADEC (with
mechanical back-up) offers reduced pilot workload,
automatic starting, rotor speed governing and
automatic engine data recording. Both engines also
benefit from an impingement-cooled first-stage
nozzle, low-smoke combustion liner, enhanced oil
filtration and minimized air leakages.
Non-production engines
During the early 1990s, Allison considered a number
of additional Model 250-C20 engine variants offering
enhanced performance. The first of these was the
460 shp Model 250-C20R/9, also known as the
‘Super R,’ which featured an increased flow capacity
scroll and diffuser, new aero design turbine airfoils, a
new torquemeter and PTO gears, and – most notably
– a FADEC. These improvements resulted in
improved SFC and ‘hot and high’ performance, and
were intended to be retrofittable with existing Model
250-C20 engines. The –C20R/9 was test-flown on
the Agusta A109 and Bell Eagle Eye, but the
program was ultimately not pursued through to
certification.
Another project engine was the Model 250-C21,
which incorporated many of the features of the
Model 250-C20R/9, but also introduced a MAR-
M247 first stage nozzle. Studied in FADEC (–C21A)
and non-FADEC (–C21B) versions, the –C21 was
rated at 510 shp for take-off and 460 shp maximum
continuous.
The Model 250-C22 was a study engine offering
similar performance to the –C20R/9.
At the other end of the power scale, during the 1980s
Allison considered the development of a low-cost
Model 250 variant to be produced with partners in
 China, India and South Korea. This Model 225
engine was to have been rated at 350 shp, and offered
in both turboshaft (Model 255-C10) and turboprop
(Model 225-B10) versions. This engine was
ultimately not proceeded with.
Another turboprop study was the Model 250-B21,
work on which commenced in the mid-1980’s as a
natural progression of the –B17. The Model 250-B21
incorporated a 650 shp –C30 power section, thus
offering a substantial growth in power. A prototype
–B21 engine was built and tested, but this variant has
not yet been placed into production. A FADEC-
equipped version of the turboprop – the Model 250-
B41 – was also studied during the 1990s.
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Another non-production engine was the Model 250-
C34, a 735 shp FADEC-equipped engine with a
single-stage gas generator turbine and air-cooled gas
generator nozzle. The –C34 was superseded by the –
C40B and –C47.
One of the most remarkable applications of the
Model 250 family has been the development of
missile engine derivatives. The baseline Model 150
turbojet has been successfully tested since the early
1990s, producing approximately 485 lb st of thrust.
Given the military designation J104, the Model 150
has been developed into an integrated propulsion
module (IPM) for installation into a number of
missile designs. The Model 150 has spawned a
whole family of associated study designs, including a
smaller 275 lb st variant (the Model 120) and growth
variants producing up to 780 lb st thrust.
Licensed production
In addition to being produced at the Rolls-Royce
facilities in Indianapolis, Indiana, the Model 250
family has also been produced under license by
Motoren- und Turbinen-Union (MTU) GmbH of
Germany and Mitsubishi Heavy Industries (MHI) of
Japan.
MHI license-produced the Model 250-C18 locally as
the CT63-M-5A, initial deliveries commencing in
1967.
MTU license-assembled approximately 750 Model
250-C20B engines under the designation 250-MTU-
C20B for the 312 Eurocopter BO 105 aircraft ordered
by the German Army (100 BO 105M (VBH) liaison
aircraft and 212 BO 105P (PAH-1) anti-tank
variants). This program was undertaken through a
10-year technical assistance licensing agreement
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agreed in 1973, and included the manufacture of a
limited number of parts by MTU.
In 1967, as the Model 250 was becoming firmly
established as the world’s most popular small turbine
engine, Allison also signed a Model 250 distribution
agreement with Rolls-Royce. Although no engines
were ever built in the UK, this agreement presaged
the later acquisition of Allison by Rolls-Royce in
1995.
Model 250 applications
All told, and including minor variants, there have to
date been over 140 applications powered by the
Model 250 family. This figure includes an
astonishing variety of applications, including
helicopters, fixed-wing aircraft, unmanned air
vehicles, boats and an array of land-based platforms.
Although this list is far too extensive to detail here,
the major dual-role, military and civil applications of
the Model 250 family will be briefly described.
Dual-purpose helicopter applications
Some of the best well-known Model 250 designs
have been offered in both civil and military variants.
These include the following:
MD Helicopters (Hughes) H-6 / MD 500
The Hughes OH-6 Cayuse, launch production
application for the Model 250 turboshaft engine, has
gone on to sire a whole family of successful designs.
Although sharing little commonality with the original
OH-6 beyond some physical resemblance,
descendants of the type still remain in production
today, produced by MD Helicopters Inc. (which
acquired the line from Boeing – formerly McDonnell
Douglas Helicopters – in 1999).
Following Hughes’ success with the OH-6A, the
company began to market the type to international
military customers as the 500M (Model 250-
C18/C20) from 1968. The last of 1,434 OH-6As
were delivered to the U.S. Army in 1970, but the
company soon found a ready export market. The
Model 250-C20B powered 500MD Defender series
of variants underlined the versatility of the type,
including as it did anti-submarine warfare, anti-tank
and armed scout variants. Options offered for the
500MD included inlet particle separators and IR
suppressers.
For the civil market, Hughes introduced the Model
250-C20 powered 500C (analogous to the 500M)
 and, in 1975, the –C20B powered 500D which, as
with the 500MD, featured a new ‘T-tail’ empennage.
The MD 500E of 1982 included the Model 250-C20R
as an engine option, while the MD 530F ‘Heavylifter’
of 1984 featured the powerful Model 250-C30
engine.
Today’s MD 500 line-up includes the innovative MD
520N (Model 250-C20R) and MD 600N (–C47M)
‘No Tail Rotor’ (NOTAR) designs, which do away
with a traditional tail rotor in favor of a blown-
circulation tail-boom. These designs offer obvious
safety advantages, especially for operations in
confined spaces.
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Perhaps the most celebrated of today’s military MD
500 users (thanks in no small part to the movie
‘Black Hawk Down’) is the U.S. Army’s Special
Operations Command (SOCOM). Though
necessarily ‘attention-avoiding’ due to the nature of
its work, SOCOM is known to operate a fleet of AH-
6 and MH-6 aircraft, configured for a range of
missions. These aircraft are currently being upgraded
with a new six-blade rotor and uprated Model 250-
C30R/3M engines.
Bell 206 / OH-58 / TH-57 / TH-67
Although losing out to Hughes in the original LOH
contest, the Bell 206 JetRanger family has gone-on to
become the world’s most successful light turbine
rotorcraft family. Following the initial Model 250-
C18 (T63-A-5) powered Bell 206A and OH-58A, the
next major JetRanger derivative was the 206B
JetRanger II of 1976, powered by the –C20. This
was in turn followed by the –C20B/J powered 206B-
3 JetRanger III of 1977
In 1975, Bell introduced the first of the seven-seat
206L LongRangers, initially powered by the Model
250-C20B. This was superseded in 1978 by the –
C28 powered 206L-1 LongRanger II, and again in
1982 by the –C30P powered 206L-3 LongRanger III.
Today’s 206L-4 LongRanger IV features an uprated
490 shp transmission to fully exploit the power of its
–C30P engine.
In 1991, a twin-engined version of the Bell 206L
LongRanger was flown, featuring two Model 250-
C20Rs in place of the single turbine. This FAA-
approved Gemini ST conversion is offered by Tridair
Helicopters Inc. of California.
In the early 1980s, Bell also promoted a military
derivative of the 206L-1 called the TexasRanger,
featuring a range of external weapons options.
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U.S. Navy purchases of the 206 family have included
40 TH-57A SeaRangers (206A), 21 TH-57Bs (206B-
3) and 76 TH-57Cs (also 206B-3).
The U.S. Army also purchased the type to meet its
New Training Helicopter (NTH) requirement,
ordering an initial 137 Model 250-C20JN-powered
TH-67 Creeks from 1993. The Army is currently
taking delivery of up to 67 additional aircraft.
The U.S. Army’s OH-58 Kiowa fleet itself has
undergone a number of major upgrades, the first
being the OH-58C program of 1976, which saw 585
aircraft fitted with T63-A-720 engines, an IR
reduction package, a flat glass canopy and – later –
an improved tail rotor.
In 1981, Bell won the U.S. Army’s Army Helicopter
Improvement Program (AHIP), which resulted in a
dramatic improvement in the OH-58’s capabilities
through the installation of a 650 shp T703-A-700
turboshaft, four-blade main rotor and mast mounted
sight. The armed Kiowa Warrior version of this
improved OH-58D also adds a range of weapons
options to the aircraft, including Stinger air-to-air and
Hellfire air-to-ground missiles, plus a further upgrade
to the Model 250-C30R powerplant.
Agusta A109
A twin-engined multi-role helicopter, the sleek
Agusta A109 first took to the skies in August 1971.
Offering cruise speeds in excess of 150 knots, the
first production version – the A109A of 1976 – was
powered by two Model 250-C20Bs. An upgraded
A109A Mk.II version introduced an upgraded
transmission, while the A109C of 1989 introduced
the Model 250-C20R powerplant and a further
transmission upgrade. The A109MAX of the same
year introduced a bulged fuselage, this variant being
targeted at medevac operators.
The A109 has also found considerable success in the
military markets, most notably with the Italian and
Belgian armies, both of which operate Model 250-
C20R powered armed variants.
Eurocopter AS.355 Ecureil II / AS.555 Fennec
The AS.355 Ecureil II, first flown in 1979 and
popularly known as the Twin Squirrel, is a twin-
engine adaptation of the successful AS.350 single.
Powered by two Model 250-C20Fs, the AS.355E
entered production in 1980, being followed in 1981
by the AS.355F variant with wide-chord main rotor
 blades and increased take-off weights. Subsequent
variants introduced higher transmission ratings, while
the AS.555M Fennec was a military version offered
with a range of mission and weapons fits. Over 65%
of all AS.355s were powered by the Model 250.
Eurocopter BO 105
The BO 105, notable for its four-blade rigid rotor,
was first flown with Model 250-C18 engines in 1967.
The MAN-Turbo 6022 turbine was also considered
for the aircraft, but the Allison engine was selected
for production, which commenced in 1972. The
initial BO 105C utilized Model 250-C20 engines,
with the BO 105CB ‘Twin Jet’ of 1975 switching to
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420 shp –C20Bs. The stretched BO 105CBS of 1983
retained the –C20B, but the BO 105LS (Lift Stretch)
of 1981 adopted the Model 250-C28C engine to
dramatically enhance high-altitude operation. The
EC Super Five of 1993 is the latest iteration of the
BO 105CBS, introducing an improved rotor system.
In addition to finding substantial success in the civil
market, the BO 105 has also proven extremely
popular with military users. The main user of the
type has been the German Army, which acquired 100
liaison and 212 anti-tank variants.
Sikorsky S-76
One of the most striking helicopters ever produced,
the S-76 Spirit was first flown in 1977, deliveries
commencing in 1979. Powered by two Model 250-
C30 engines, the S-76 offered cruise speeds in excess
of 150 knots, and was targeted at the executive and
offshore support markets. The S-76 Mk.II of 1982
introduced the enhanced performance Model 250-
C30S, while the S-76 Mk.II Utility introduced sliding
doors and a strengthened cabin floor. Users of the
Utility version include the Philippines Air Force.
Civil helicopter applications
Key Model 250 applications aimed at the civil
helicopter market include the following:
The Bell 407 is one of the latest Model 250
applications. Combining the FADEC-equipped
Model 250-C47B powerplant with the rotor system of
the OH-58D, a glass cockpit and a roomy fuselage,
the 407 has been labeled the fastest selling helicopter
in its class.
The Bell 430 is a highly capable intermediate twin
powered by the Model 250-C40B. Derived from the
earlier twin-blade, -C30 powered Bell 230, the 430
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employs a four-blade bearingless rotor system to
combine high cruise speeds with an extremely
smooth ride.
The Enstrom 480 is a five-seat light helicopter
derived from the popular 280FX, powered by a
derated Model 250-C20W to minimize operating
costs. The latest 480B model offers an upgraded
transmission.
The Kamov Ka-226 is a distinctive Russian design
matching Kamov’s signature co-axial rotor
configuration to a Model 250-C20R twin-engine
powerplant. Featuring a removable payload section,
the Ka-226 is completing certification and entering
production.
The PZL SW-4 is a Polish light turbine single
powered by the Model 250-C20R. Certification of
the SW-4 was completed in November 2002, and the
type is now in initial production. Although initially
targeted at the civil market, the SW-4 is also under
consideration by the Polish Air Force as a training
aircraft.
The Schweizer 330 was originally based on the
hugely successful Schweizer (Hughes) 300 aircraft,
updated with a new faired fuselage, cabin and
cockpit. Powered by a derated Model 250-C20W
engine, the 330 and improved 333 combine turbine
performance with low operating costs
Unmanned Air Vehicle applications
Thanks to its small size and inherent versatility, the
Model 250 has long been a favored powerplant for
unmanned air vehicles (UAVs). These have included
the following:
The Model 250-powered Gyrodyne QH-50E was the
ultimate evolution of the co-axial rotor UAV system
originally designed to meet a U.S. Navy requirement
for an armed shipborne Drone Anti-Submarine
Helicopter (DASH). The QH-50E was powered by a
single T63-A-5A.
The Dornier Do-34 Kiebitz was a growth variant of
the earlier Do-32 Kiebitz UAV. Powered by the
Model 250-C20B, the Do-34 has since been used as
the basis for DASA’s SEAMOS UAV system.
The Bell Eagle Eye is one of the most well-known
UAV systems. First flown in July 1993 powered by a
single Model 250-C20B, this unique tiltrotor
subsequently underwent a series of successful tests,
and was later re-engined with the –C20R/9 engine.

The Northrop Grumman RQ-8A Fire Scout vertical
take-off UAV is the latest Model 250 UAV
application, and the most likely to go into production.
Based on the Schweizer 333 and powered by a single
–C20W, the Fire Scout has undergone a successful
year of testing and is now being enhanced with a
four-blade rotor system and stand-off missile
armament.
Turboprop applications
Although probably best-known for its turboshaft
applications, the Model 250 has also powered no less
than 60 fixed-wing designs.
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One of the most recognizable applications is the BN
Group BN-2T Islander. This rugged multi-role utility
aircraft offers enhanced performance compared to its
piston-engined predecessors, thanks to its two Model
250-B17C powerplants. The special-purpose
Defender 4000 version benefits from the additional
power of the –B17F.
One of the latest Model 250 applications is the –
B17F powered Grob G140TP, which made its public
debut at the Paris 2001 air show. The high-
performance G140TP is offered both as an ab initio
trainer and as a versatile tourer.
Due to its compact size, the Model 250 turboprop has
carved out a unique market for re-engining of
existing piston-engined general aviation aircraft.
Many of these programs can be accredited to Soloy
Corp., whose current offerings include upgrades of
the Cessna 206 and 207 retrofitted with a Model 250-
C20S ‘turbine pac.’
O&N Aircraft is another well-known outfit which has
found considerable success with its Model 250-B17
upgrade of the Cessna P210. This ‘Silver Eagle’
conversion results in a halving of take-off distance, a
considerable increase in payload, and a 30% increase
in cruise speed.
Tradewind Turbines has also introduced a successful
Model 250-B17 re-engining option, this time
involving the Beech A36 Bonanza. Tradewind’s
Prop Jet Bonanza conversion results in a 400% climb
improvement, a 70% reduction in take-off distance, a
30% increase in cruise speed and a 25%
improvement in range.
Military applications of the Model 250 turboprop
include a number of basic trainers such as the
Aermacchi SF-260TP. Powered by a flat-rated
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Model 250-B17D, the SF-260TP is also offered as a
light attack aircraft, and is fully aerobatic.
Aermacchi’s stable also includes a second Model
250-B17 powered trainer, the M290TP RediGO.
Originally designed by Valmet as the L-90, the M-
290TP is also used as a liaison aircraft,
accommodating up to three passengers.
ENAER of Chile continues to promote the Model
250-B17D powered T-35TD version of its Pillan
trainer, a tandem two-seat design which is also
capable of light attack and counter-insurgency
missions.
Another major program is the Fuji Heavy Industries
T-7, the new primary trainer for the Japanese Air
Self-Defense Force. Powered by a single 450 shp
Model 250-B17F, the first of 49 aircraft was
delivered in 2002. The Japanese Maritime Self-
Defense Force also operates a Model 250 powered
trainer, the T-5.
Weird and wonderful applications
The inherent versatility and reliability of the Model
250 design is evidenced by the sheer range of uses to
which it has been put. Some of the more unusual
applications include the following:
The Goodyear Airship GZ-22 ‘Spirit of Akron’ was
probably the largest aircraft to be powered by the
Model 250. First flown in 1987, the 205 ft Spirit of
Akron was powered by two –B17C turboprops
driving ducted propellers. The 840 shp produced by
the craft’s powerplants was sufficient to enable the
247,800 ft3 airship to reach 65 mph. Unfortunately,
the Spirit of Akron was damaged beyond repair in an
accident in 1999.
The largest fixed-wing Model 250 application was
the Ahrens AR 404 transport, powered by four –
B17Cs. A single example of this Puerto Rican design
was flown in 1978, but the program never proceeded
into production.
One of the most striking applications was the RFB
Fantrainer 400/600 family. This advanced tandem-
seat trainer was powered by a single fuselage-
mounted shrouded propeller, itself driven by a Model
250-C20B (–C30 in the Fantrainer 600).
One Model 250 application currently under
development is the Groen Brothers Aviation (GBA)
Hawk 4T gyroplane. First flown in July 2000, the
Hawk 4T uses a single –B17C turboprop to drive a
 pusher propeller, with the aircraft’s main rotor being
unpowered. GBA has also since flown the Hawk 6G
prototype (based on a modified Cessna 337), which
uses a single –B17C ‘puller’ turboprop plus a –C18
turboshaft to ‘spin-up’ the Hawk 6G’s main rotor for
jump starts.
The Model 250 has powered a number of
experimental aircraft, including the French Nord 500
Cadet, a low-speed tilt-wing design which employed
two ducted-propellers powered by T63-A-5As. The
aircraft made its first tethered hover in 1968.
Another experimental aircraft was the U.S. Army-
sponsored Parsons XV-11 Marvel of 1965. Powered
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by a single T63-A-5A, the Marvel was a pusher-prop
design used initially for research into variable-
camber and boundary-layer control technologies.
The same aircraft was later used for research by the
Mississippi State University.
The VFW H-3 Sprinter of 1969 was an extremely
clean-looking ‘compound helicopter design.’
Employing a Model 250-C20 turboshaft to drive a
compressed air system, the H-3 used a blade tip-drive
rotor design, with fuselage-mounted fans intended to
be used to provide forward-thrust.
The Model 250 turboprop has powered a number of
seaplane aircraft, including examples of the Lake
Aircraft and Seawind designs. The –B17 has also
powered the Australian Seabird Aviation Seeker, and
has been selected for the same company’s SB9
Stormer.
In addition to its use by the U.S. Navy in its –KS4
form, the Model 250 has also seen somewhat less
formal service as a powerplant for several small boat
designs. The most well-known designer of such craft
is probably Louisiana-based Marine Turbine
Technologies (MTT), whose handiwork also includes
a Model 250-powered truck and the astonishing –C18
powered Y2K motorbike.
Records
Given the Model 250’s rich heritage, it should not be
surprising that the engine currently holds 150 FAI-
recognized world records.
The Model 250 has powered five record-breakers in
the unlimited E-1 helicopter category, the most
famous of which are probably the two round-the-
world records claimed by Joe Bower. In 1994,
Bower set the record for an East-bound round-the-
world rotorcraft flight (without in-flight refuelling) in
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American Institute of Aeronautics and Astronautics
a Bell 206B-3 JetRanger III powered by a Model
250-C20B. Two years later, Bower and fellow pilot
John Williams established the record for a West-
bound round-the-world rotorcraft flight (without in-
flight refuelling) in a Bell 430 powered by two –
C40B engines.
(The first around-the-world flight was, of course,
made in 1982 by Ross Perot Jr. and Jay Coburn in
their Bell 206B JetRanger II, The Spirit of Texas.
The Bell 206B JetRanger was also the mount of
choice for Australian pilot Dick Smith, who made the
first solo around-the-world flight in 1983.)
In 1982 Thomas F. Doyle Jr.. flying a Sikorsky S-
76A, set the record for speed over a closed circuit of
500 km (without payload). Flying an S-76A powered
by two Model 250-C30 engines, Doyle averaged a
speed of 215 mph over the 500 km course.
Two of the most enduring records are those set by the
Hughes YOH-6A prototypes in 1966. The record set
for distance over a closed circuit without landing by
Jack Schweibold of 1,740 miles still stands, as does
the record for distance flown without landing of
2,213 miles set by Robert G. Ferry.
Model 250-powered helicopters and fixed-wing
aircraft also hold a plethora of sub-class FAI-
accredited records, together with numerous ‘speed
over recognized course’ records. Model 250
rotorcraft applications holding these records include
the Agusta A109A, Bell 206L LongRanger,
Eurocopter (Soloy) AS.350 AStar, Eurocopter BO
105 and MDHI MD 500/520/530; fixed-wing record
holders include the ENAER T-35 Pillan Turbo,
Maule MX-7-420, Soloy Cessna 206, Stoddard-
Hamilton Glasair III and Tradewind Turbines Prop
Jet Bonanza.
The future
So that, then, is a potted history of the Model 250.
But what of the future?
For a start, the broad and varied base of Model 250
operators looks set to grow further still. The Model
250’s compact size, proven reliability and unmatched
support network continues to attract new customers,
and the engine’s versatility is proving especially
appealing to UAV manufacturers.
Rolls-Royce and its customers are constantly finding
new aircraft for the Model 250 to power, with recent
applications including the Extra EA-500, FHI T-7,
 GBA Hawk 4T, Grob G140, Northrop Grumman RQ-
8A Fire Scout, PZL SW-4 and Schweizer RU-38B, to
name but a few.

Rolls-Royce is also continuing to develop product

enhancements which will enable existing civil and
military operators to extend the lives of existing
Model 250-powered aircraft, further cementing the
long-term future for this world-beating Rolls-Royce
engine family. In addition to the Model 250-C20R+
upgrade described above, Rolls-Royce has also been
implementing a program of process improvement
activities across the Model 250 line. As well as
delivering improved pass-off margins, this work has
also resulted in reduced costs, the benefits of which
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have been passed down to our customers through

recently-announced spare parts price reductions.

Rolls-Royce also continues to strive to ensure that the

support network offered to Model 250 customers
remains second to none. Model 250 operators today
enjoy the support of a global network of 27
Authorized Maintenance Centers (AMCs) and four
Authorized Repair Facilities (ARFs). Our customers
also benefit from the support offered by our exclusive
distributor for Model 250 parts and publications,
Aviall, widely recognized as an industry leader in
providing world-class service.

Rolls-Royce recently introduced a range of user-

friendly electronic publications (ePubs) covering the
entire Model 250 family, further demonstrating its
commitment to maximizing customer service, and is
also now offering a suite of enhanced Mission Ready
Management Solutions to its fleet operators.

If ever there was an example of the all-round benefits

of applying a philosophy of continuous product
improvement, it is the Model 250, which looks set to
remain a leading force for small helicopters and
general aviation aircraft. The Model 250 is
positioned to continue breaking records and setting
the industry standards for reliability, safety and
support for years – no, decades! – to come.

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American Institute of Aeronautics and Astronautics