BO 105 - Good, Bad or just Ugly?
Join Date: Jan 2003
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Hi, this is the reply of Rolls Royce about this topic.
"Dear Sir:
When shutting down the engine, Rolls-Royce does not recommend motoring the
engine directly after shutdown unless an after fire has occurred. This
practice introduces relatively cooler air onto the heat soaked first and
second stage turbine wheels and can accelerate rim cracks. Please reference
Rolls-Royce CSL 1178.
In regards to starting with high residual temperatures. We recommend the
engine be motored to get the residual TOT down to 150 degrees C or as close
to that as possible with out overworking the battery. It depends on how
long after the engine was shut down and ambient conditions, that it will
take to motor the TOT down. We do realize that there will be cases where
the engine will be started back up shortly after shut down, however, any
time elapsed between shut down and start up is considerably more desirable
than motoring the engine immediately after shutdown as discussed above.
Also, when attempting a start shortly after shutdown the operator needs to
pay caution that the battery energy is not effected to the point that a hot
start may be encountered at the upper ranges of the start sequence. "
"Dear Sir:
When shutting down the engine, Rolls-Royce does not recommend motoring the
engine directly after shutdown unless an after fire has occurred. This
practice introduces relatively cooler air onto the heat soaked first and
second stage turbine wheels and can accelerate rim cracks. Please reference
Rolls-Royce CSL 1178.
In regards to starting with high residual temperatures. We recommend the
engine be motored to get the residual TOT down to 150 degrees C or as close
to that as possible with out overworking the battery. It depends on how
long after the engine was shut down and ambient conditions, that it will
take to motor the TOT down. We do realize that there will be cases where
the engine will be started back up shortly after shut down, however, any
time elapsed between shut down and start up is considerably more desirable
than motoring the engine immediately after shutdown as discussed above.
Also, when attempting a start shortly after shutdown the operator needs to
pay caution that the battery energy is not effected to the point that a hot
start may be encountered at the upper ranges of the start sequence. "
Join Date: Dec 2001
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As usual, a virtually useless answer from the manufacturer...
Talvin, see my post above for an operators method of re-starting. The 15% N1 limit is so that you do not run down the battery (which would definitely give you a hot start)
Good Luck
C4
Talvin, see my post above for an operators method of re-starting. The 15% N1 limit is so that you do not run down the battery (which would definitely give you a hot start)
Good Luck
C4
BO105 Paddles
I went to a lecture the other day about the Thames Valley air ambulance, given by one of their fundraisers.
I noticed that the rear of the skids on the helicopter had flat plates, a bit like spade ends or paddles, I'd guesstimate about 18" square.
Not having seen such a device on a helicopter before, I was just wondering what they're for? Can anybody enlighten me?
G
I noticed that the rear of the skids on the helicopter had flat plates, a bit like spade ends or paddles, I'd guesstimate about 18" square.
Not having seen such a device on a helicopter before, I was just wondering what they're for? Can anybody enlighten me?
G
Sound like mini bear paws. Full size are for snow ops, to prevent the back end sinking into snow, and putting the tail rotor down too low. We keep ours on year round on the BK117, since landing in soft sand can create the same problem: I've seen quite a few of our local HEMS 412's also have bear paws fitted all the time, too.
Join Date: Sep 2003
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Ifr Bo-105
Is there any single pilot Bo-105's out there in the world?
Alternatively, can they be made single pilot with newer avionics?
Anyone been operating them that has an opinion on parts and servicability?
Alternatively, can they be made single pilot with newer avionics?
Anyone been operating them that has an opinion on parts and servicability?
Join Date: May 2004
Location: Aus, Europe & everywhere in between
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Depending on the country you are in, I think the best you can get from a BO105 is two-pilot IFR (no flight director is approved). A SAS must be installed for this plus the avionics.
I have known to be wrong though.
I have known to be wrong though.
Hi kwikenz
There was a Sperry autopilot fit available as an option. I don't know much about it, never seen one or even heard of one fitted, but I believe there was a significant weight penalty.
TeeS
There was a Sperry autopilot fit available as an option. I don't know much about it, never seen one or even heard of one fitted, but I believe there was a significant weight penalty.
TeeS
Join Date: Jul 2001
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Mmmmm as I remember the UK rules from that far back....
I don't think the Bo105"D" (the UK variant)was IFR rated(???)....
AFAIK.... it was allowed to fly in IMC outside of controlled Airspace (single pilot) as were most military helicopters of the day... but NOT IN Controlled Airspace!
Anyway flying the "Slippery lil Sucker" on the "clocks" was hard work ..... especially if the "Ferranti" SAS was playing up ...most times it was easier to turn it (the SAS) off and put up with the "aeros" .
I do remember a Sperry kit mentioned in the options list but never heard of one being fitted or certified.
Cheers
I don't think the Bo105"D" (the UK variant)was IFR rated(???)....
AFAIK.... it was allowed to fly in IMC outside of controlled Airspace (single pilot) as were most military helicopters of the day... but NOT IN Controlled Airspace!
Anyway flying the "Slippery lil Sucker" on the "clocks" was hard work ..... especially if the "Ferranti" SAS was playing up ...most times it was easier to turn it (the SAS) off and put up with the "aeros" .
I do remember a Sperry kit mentioned in the options list but never heard of one being fitted or certified.
Cheers
As far as i know from the last 15 years flying BO 105 there is no certification from FAA or a single european country including the great JAA to fly a BO 105 SPIFR. In the manufacturer RFM including supplements, it needs every time a 2 pilot crew to fly on IFR conditions and a working SAS. In my understandings of the international air laws that should limit the operation to DPIFR and it makes no difference which qualification the single pilot holds or if the helicopter is in controlled/uncontrolled airspace or the kind of opinion the local authority have about IFR flying. If you ride single on IFR you operate the ship outside the manufacturers and certification authorities green area und you will lost your insurance cover.
Eurocopter will not support further improvements of BO 105 because the a/c is long out of production.
to fly a BO 105 SPIFR. In the manufacturer RFM including supplements, it needs every time a 2 pilot crew to fly on IFR conditions and a working SAS. In my understandings of the international air laws that should limit the operation to DPIFR and it makes no difference which qualification the single pilot holds or if the helicopter is in controlled/uncontrolled airspace or the kind of opinion the local authority have about IFR flying. If you ride single on IFR you operate the ship outside the manufacturers and certification authorities green area und you will lost your insurance cover.
Alternatively, can they be made single pilot with newer avionics?
Last edited by tecpilot; 23rd Sep 2005 at 06:48.
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TeeS
No, single pilot IFR. On 01/01/05 the Bo105 'grandfather' rights for SPIFR expired in the company I was working for. Under JAR it could no longer be flown IFR commercial air transport as the lack of avionics and decent stability system precluded further SPIFR. One has to remember that quite a few of these machines were ex-North Sea and had a full IFR fit - twin com, twin nav, standby AI, HSI etc, etc and were more than capable of SPIFR given pilot aptitude and practise! Unplanned SPIFR could give rise to some interesting moments especially if you didn't have all the paperwork available to hand when the runway changes when you are in the hold! I know.......
No, single pilot IFR. On 01/01/05 the Bo105 'grandfather' rights for SPIFR expired in the company I was working for. Under JAR it could no longer be flown IFR commercial air transport as the lack of avionics and decent stability system precluded further SPIFR. One has to remember that quite a few of these machines were ex-North Sea and had a full IFR fit - twin com, twin nav, standby AI, HSI etc, etc and were more than capable of SPIFR given pilot aptitude and practise! Unplanned SPIFR could give rise to some interesting moments especially if you didn't have all the paperwork available to hand when the runway changes when you are in the hold! I know.......
At the moment under the lot of used BO 105's offers it's easy to find a DPIFR ship. But i've never heard of such "grandfather" rights, but the world is great and nothing seems to be impossible. But i also believe it couldn't be a pleasure to ride this type single hands .
.
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Cyclic is correct as far saying that most of the Bo105s were ex North Sea. I used to operate SPIFR, based offshore and did so for 3 years. Perfectly legal. Yes it could be 'difficult' flying two hours from the platform back to Aberdeen IMC; but we used to do it on a fairly regular basis.
I also spent 18 months flying a 105 on EMS duties. Mainly VFR, but the company I worked for required us to have an IR and to exercise our privileges whenever we could.
I don't fly 105s anymore, but I'm sure cyclic is also correct that the 'grandfather rights' accorded to the 105 expired this year.
bondu
I also spent 18 months flying a 105 on EMS duties. Mainly VFR, but the company I worked for required us to have an IR and to exercise our privileges whenever we could.
I don't fly 105s anymore, but I'm sure cyclic is also correct that the 'grandfather rights' accorded to the 105 expired this year.
bondu