BO 105 - Good, Bad or just Ugly?
Join Date: Mar 2003
Location: the hills of halton
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IF i recall correctly DPIFR requires SAS ( nick und roll ) , alternate static souce , dual pitot with heating and emergency bus mod in addition to twin instruments , nav , comms and all the other normal stuff. I am sure in the gulf they are flown in marginal conditioms with much less kit. ooh I almost forgot demisting is required. ( I am sure that is something rude in German )
Hi Cyclic
Sorry it was a flippant response, I meant that when you did your IR there was another pilot with you and dual controls fitted (Unless you are allowed to sign of your own IR - I'll have some of that if it is available!) I had a SPIFR rating on the 105 for 12 years till the rules changed, personally I treated IMC as an emergency procedure due to lack of practice.
I have the greatest respect for those like Bondu who flew the 105 out to areas of the North Sea where the charts just said 'there be dragons beyond here!'
Which part of the world do you operate in now Bondu? I reckon I must have bumped into you at some time over the years.
Cheers
TeeS
Sorry it was a flippant response, I meant that when you did your IR there was another pilot with you and dual controls fitted (Unless you are allowed to sign of your own IR - I'll have some of that if it is available!) I had a SPIFR rating on the 105 for 12 years till the rules changed, personally I treated IMC as an emergency procedure due to lack of practice.
I have the greatest respect for those like Bondu who flew the 105 out to areas of the North Sea where the charts just said 'there be dragons beyond here!'
Which part of the world do you operate in now Bondu? I reckon I must have bumped into you at some time over the years.
Cheers
TeeS
Well here is another example of the strange way the UK CAA operates!
They apparently allow SPIFR operations on a ship that was never allowed or certified for SPIFR by the manufacturers type certificate.
Very strange indeed.
They apparently allow SPIFR operations on a ship that was never allowed or certified for SPIFR by the manufacturers type certificate.
Very strange indeed.
Join Date: Jul 2002
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Having blown the sand off a copy of the 105 CBS Flight Manual (English Edition of LBA {Luftfahrt Bundesamt} Approved Flight Manual) from when we purchased 3 nearly 25 years ago- Optional Equipment 30 which deals with "Flights According to Instrument Rules" states the equipment required for IFR flights for both Commercial and Non Commercial. Under Minimum Crew it states "As for the Standard helicopter unless laid down in the applicable operating regulations.
When the stability augmentation system Ferranti (OPT 29) or the helipilot Sperry (Opt 41) is not installed or is inoperative, the minimum crew consists of one pilot and one crew member with rating to carry out the air-ground communications in English during flights according to Instrument Flight Rules. Before commencing the flight, the pilot must satisy himself, that this crew member is capable of providing the required support during the IFR flight"
No idea what Authorities currently require. We certainly operated IFR without SAS, though we were not on a civil register. The ferry flight from Germany was virtually all IFR tho we did have left hand seat occupied by someone who loosely fitted the above requirements.
A very strong, rather underpowered beast that always gave a secure feeling when flying.
When the stability augmentation system Ferranti (OPT 29) or the helipilot Sperry (Opt 41) is not installed or is inoperative, the minimum crew consists of one pilot and one crew member with rating to carry out the air-ground communications in English during flights according to Instrument Flight Rules. Before commencing the flight, the pilot must satisy himself, that this crew member is capable of providing the required support during the IFR flight"
No idea what Authorities currently require. We certainly operated IFR without SAS, though we were not on a civil register. The ferry flight from Germany was virtually all IFR tho we did have left hand seat occupied by someone who loosely fitted the above requirements.
A very strong, rather underpowered beast that always gave a secure feeling when flying.
Join Date: Oct 2005
Location: darkest Africa
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BO 105 lifting capabilities
If all else fails refer to the manual: Max external load = 900 Kg,
Max auw 2400 Kg ( helicopter + external load)
This boils down to a midget pilot + no fuel if your E.W. is 1400 Kg
The most practical load at sea level is +- 500 Kg.
If u need more info I have the F.M. in front of me and +- 4000 Hrs on the 105 - Great machine
Bendix
Max auw 2400 Kg ( helicopter + external load)
This boils down to a midget pilot + no fuel if your E.W. is 1400 Kg
The most practical load at sea level is +- 500 Kg.
If u need more info I have the F.M. in front of me and +- 4000 Hrs on the 105 - Great machine
Bendix
Join Date: Oct 2005
Location: darkest Africa
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Lu ,
Thanks for the explanations, I have pasted them in my
Instructors manual for future ref.
Dave,
My BO 105 has brass balls on the tailrotor, I polish the with
Brasso , some pilots think I am daft butt I like to keep my
" balls " clean and shiney, just in case .
Anyone out there know where I can find a rescue hoist
for a BO 105?
Plse PM me.
bendix
Thanks for the explanations, I have pasted them in my
Instructors manual for future ref.
Dave,
My BO 105 has brass balls on the tailrotor, I polish the with
Brasso , some pilots think I am daft butt I like to keep my
" balls " clean and shiney, just in case .
Anyone out there know where I can find a rescue hoist
for a BO 105?
Plse PM me.
bendix
Join Date: May 2004
Location: Aus, Europe & everywhere in between
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Q. Why is a BO105 or BK117 a real man's helicopter?
A. Because it has two balls on each rotor blade.
Brett,
If you are thinking of doing external loads with a BO105, go for the BO105LS. 1200kg on the hook - and it will lift it!
Did I see one for sale at Bankstown??
A. Because it has two balls on each rotor blade.
Brett,
If you are thinking of doing external loads with a BO105, go for the BO105LS. 1200kg on the hook - and it will lift it!
Did I see one for sale at Bankstown??
Problem with BO105, Mechanics please
Hi Folks;
I fly a 1996 CBS-5 in some remote location and have some trouble.
Situation:
Engine oil: Mobile Jet 254, brownish in color
X-Msn: BP Turbo 25, orange
Hydraulics: Don't have the spec right here, but itīs red.
After flight and/or ground run I have TRANSMISSION oil (orange) coming out of the hydraulic drain on the lower left side of the fuselage, and itīs more than just a few drops.
All decks are dry.
Any ideas?
Help would be appreciated.
Thanks
GG
I fly a 1996 CBS-5 in some remote location and have some trouble.
Situation:
Engine oil: Mobile Jet 254, brownish in color
X-Msn: BP Turbo 25, orange
Hydraulics: Don't have the spec right here, but itīs red.
After flight and/or ground run I have TRANSMISSION oil (orange) coming out of the hydraulic drain on the lower left side of the fuselage, and itīs more than just a few drops.
All decks are dry.
Any ideas?
Help would be appreciated.
Thanks
GG
Join Date: Jan 2006
Location: North America
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Probably one of the hydrualic pump drive seals. You'll need to remove the drain line from each pump and see if one is leaking. Keep an eye on your oil levels and check the manual for max leakage rates.
Join Date: Mar 2005
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My suggestion to you my friend is get someone who knows what they are doing to have a look at it and stop trying to do dangerous maintenance by correspondance on a forum designed for rumors!
me! You only get one chance at death!
me! You only get one chance at death!
Join Date: Jul 2001
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1. Don't panic .... Bo105 and Bk117 Hyd systems run @ 100Bar (1500 psi) if you have a Hyd leak you will know all about it ...quickly! Having said that it is somthing that is ALMOST unheard of ?? ( though I'm sure someone will correct me!).
2. You most likely have a "weep" from (as suggested earlier) the hydraulic pump drive seal at the transmission to hyd pump drive. This is NOT dangerous and is easy to fix. Transmission oil is used to lubricate the drive splines. Sometimes the seals weep (or in cold Wx harden so as to not do their job properly.
3. Find a suitably rated mechanic,.... bribe him with the threat of much beer AFTER he fixes seal ...... problem fixed!
Cheers
2. You most likely have a "weep" from (as suggested earlier) the hydraulic pump drive seal at the transmission to hyd pump drive. This is NOT dangerous and is easy to fix. Transmission oil is used to lubricate the drive splines. Sometimes the seals weep (or in cold Wx harden so as to not do their job properly.
3. Find a suitably rated mechanic,.... bribe him with the threat of much beer AFTER he fixes seal ...... problem fixed!
Cheers
Join Date: Feb 2005
Location: Ireland
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Goodgrief,
I'm guite sure that problem is the seal between main driveshaft and main transmission. It is normal problem (characteristic) at 105's. When you get another ok, the other is start leak.
.And so on.
Katismo
I'm guite sure that problem is the seal between main driveshaft and main transmission. It is normal problem (characteristic) at 105's. When you get another ok, the other is start leak.
.And so on.Katismo
Thanks Guys!
We found it. It is indeed the number 2 hydraulic pump drive shaft seal.
@Shlaaper:
Iīm not fiddling around with it.Since I'm only the driver and not a mechanic.
I am not overly self-confident, not allowed to perform that job, not trained to do it, so I will have someone down here who is!
And...my a$$ is sitting in that machine as well and I have family...
But I have to analyse where the problem is so the guys know which parts to order and have the mechanic fly in with the according special tools.
Thats also part of CRM, right?
I thank you for your help.
GG
We found it. It is indeed the number 2 hydraulic pump drive shaft seal.
@Shlaaper:
Iīm not fiddling around with it.Since I'm only the driver and not a mechanic.
I am not overly self-confident, not allowed to perform that job, not trained to do it, so I will have someone down here who is!
And...my a$$ is sitting in that machine as well and I have family...
But I have to analyse where the problem is so the guys know which parts to order and have the mechanic fly in with the according special tools.
Thats also part of CRM, right?
I thank you for your help.
GG
Join Date: Jul 2002
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bo-105
Any thoughts on the BO-105?
My company is thinking about buying one for use as a charter and medevac machine.
Are they still a good investment? Are parts still available?
Are they reliable or hangar queens?
Any input appreciated.
My company is thinking about buying one for use as a charter and medevac machine.
Are they still a good investment? Are parts still available?
Are they reliable or hangar queens?
Any input appreciated.
Join Date: Aug 2001
Location: Cornwall
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BO-105 - Aging beauty
Bo 105 - one of my favorites. Built like a brick sh**-house so they tend to last well unless they have been abused. Simple and generally reliable but single engine performance is cr*p. Buy the 'S' model if possible - it has a fuselage plug that gives about a foot more room for the pax. Noisy and will rattle if not set up well. The light truck of the helo world - I think the Aussies woud call it a 'Ute'. Loads of ex-military ones likely to be around but beware of those sources with poor maintenance. IFR - not fun, Autopilot - a joke. EMS - great way to start.
G
G
Join Date: Sep 2003
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Nice, reliable aircraft with large baggage compartment. More of a work horse then a VIP aircraft. Fun to fly for the pilot but not very comfy for the passengers (unless it's an EMS-ship and you get to lie down in the back 
)
There are plenty of well maintained once around in Europe (especially in Germany) since most of the EMS providers and the local police forces have almost finished replacing their units with Ec 135s.
)There are plenty of well maintained once around in Europe (especially in Germany) since most of the EMS providers and the local police forces have almost finished replacing their units with Ec 135s.
Join Date: May 2004
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Great aircraft but not the best machine for passengers (ride quality). Not unusable though.
The BO-105CBS (DBS in the UK) is the only way to go as (mentioned before), it is slightly longer fuselage. It allows you to reverse the co-pilot seat to face rearwards so the doctor/paramedic can sit at the head of the patient.
For considerably more grunt, the BO-105LS is the business. It has the longer fuselage (like the CBS/DBS) but is equipped with two C28 engines giving approx. 550SHP per engine as opposed to 450SHP for the CBS.
The BO-105 shares the same rotor head as the BK117 but they don't require much maintenance anyway.
I love them!
The BO-105CBS (DBS in the UK) is the only way to go as (mentioned before), it is slightly longer fuselage. It allows you to reverse the co-pilot seat to face rearwards so the doctor/paramedic can sit at the head of the patient.
For considerably more grunt, the BO-105LS is the business. It has the longer fuselage (like the CBS/DBS) but is equipped with two C28 engines giving approx. 550SHP per engine as opposed to 450SHP for the CBS.
The BO-105 shares the same rotor head as the BK117 but they don't require much maintenance anyway.
I love them!