BO 105 - Good, Bad or just Ugly?
Join Date: Apr 2006
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CBS-4 to -5 query
What Serial Number did the factory change from CBS-4 to CBS-5?
D-HFNT..... Bölkow 105CBS-4..... S-888..... D-HFNT,D-HMBN[6],P-725(A6) ·
D-HFNU..... Bölkow 105CBS-5..... S-889..... D-HFNU,...(A9C)
D-HFNU..... Bölkow 105CBS-5..... S-889..... D-HFNU,...(A9C)
Join Date: Dec 2003
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Thanks Gents all round, just what this forum is good for - the spread of knowledge!
Can anyone shed any light on their experiences with higher time machines that may have been converted to -5 standard after many hours of -4 config and the wear and tear on the fuselage given the higher vibe levels of the -4?
TCF
Can anyone shed any light on their experiences with higher time machines that may have been converted to -5 standard after many hours of -4 config and the wear and tear on the fuselage given the higher vibe levels of the -4?
TCF
Join Date: Dec 2006
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Question on the BO 105
Good morning Ppruners,
This week the love of my life and I hit 26yrs hitched, so our tribe arranged for us to have a nice couple of days at the Carden Park Hotel in SW Cheshire, bootiful place set in 1000acres of lush Cheshire countryside with two magnificent golf courses designed and played on by Jack Nick, as we arrived I saw hovering on a nice flat area a nice shiney Red BO105 doing spot turns, being torn between stopping and watching the 105 and realising that the free Champers was awaiting I took the sensible approach and carried on to the the reception all the time straining to see why this Red 105 was there, after regisration sorted out by my Blonde life companion I detached to the bar grabbed a chilled bottle of Tatt,
two glasses and sat on the verandah and was very happy to see this B105 still there but now settled and quiet with the jockey(s) walking to the Hotel, seems I was seeing the North Wales B105 Air Ambulance having a meeting with the PR machine incl their PMeds, they were to be pictured from every angle possible, by my little digi as well, as soon as I can down load a pic or three I will, but following a slow walkround of the Bo105 I have to ask a question or two,
What are the tiny Wick like bits hanging from the rear edge of the Rotor Blades roughly half way along the trailing edge
Why is there a spoiler fitted underneath the rear chin of the body
Why two big exhaust ducts and two much smaller ones?
Whilst this was going on, supprise , supprise my Mother and Father in law arrived to supprise us on our aniversary, OH WHAT JOY we had!!
Vfr
Peter R-B
This week the love of my life and I hit 26yrs hitched, so our tribe arranged for us to have a nice couple of days at the Carden Park Hotel in SW Cheshire, bootiful place set in 1000acres of lush Cheshire countryside with two magnificent golf courses designed and played on by Jack Nick, as we arrived I saw hovering on a nice flat area a nice shiney Red BO105 doing spot turns, being torn between stopping and watching the 105 and realising that the free Champers was awaiting I took the sensible approach and carried on to the the reception all the time straining to see why this Red 105 was there, after regisration sorted out by my Blonde life companion I detached to the bar grabbed a chilled bottle of Tatt,
two glasses and sat on the verandah and was very happy to see this B105 still there but now settled and quiet with the jockey(s) walking to the Hotel, seems I was seeing the North Wales B105 Air Ambulance having a meeting with the PR machine incl their PMeds, they were to be pictured from every angle possible, by my little digi as well, as soon as I can down load a pic or three I will, but following a slow walkround of the Bo105 I have to ask a question or two,What are the tiny Wick like bits hanging from the rear edge of the Rotor Blades roughly half way along the trailing edge
Why is there a spoiler fitted underneath the rear chin of the body
Why two big exhaust ducts and two much smaller ones?
Whilst this was going on, supprise , supprise my Mother and Father in law arrived to supprise us on our aniversary, OH WHAT JOY we had!!
Vfr
Peter R-B
Join Date: Apr 2006
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Not current on the 105 but iirc:-
1 Static discharge wicks.
2 Disrupts turbulence that would otherwise hit the tail in certain descent/speed combinations.
3 The 250 engine real exhausts are 2 x "small" ones per engine; the "big" ones are shrouds to get the hot gas up and over the airframe.
Would be interested to know why the aircraft had to go and meet the PR machine rather than the other way round.
1 Static discharge wicks.
2 Disrupts turbulence that would otherwise hit the tail in certain descent/speed combinations.
3 The 250 engine real exhausts are 2 x "small" ones per engine; the "big" ones are shrouds to get the hot gas up and over the airframe.
Would be interested to know why the aircraft had to go and meet the PR machine rather than the other way round.
Last edited by fkelly; 1st Aug 2009 at 09:31.
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Widgeon,
I believe the spoiler was dropped on the LS because CSAS was standard
and eliminated the need for it.
Long time no see...Bachman Cummings concert tonight.
Rigidhead
I believe the spoiler was dropped on the LS because CSAS was standard
and eliminated the need for it.
Long time no see...Bachman Cummings concert tonight.
Rigidhead
Last edited by Rigidhead; 1st Aug 2009 at 21:18.
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Bo105 Performance Question
Hi All,
I'm interested in the performance of a Bo105 - I'm after some performance graphs if possible. Specifically, I'd like to know what sort of useful load (fuel + crew + pax + eqpt) can be carried and still achieve twin engine HOGE at about 35-40 deg Celsius, 1000' AMSL.
Also, what single engine performance will it have? Will it be capable of maintaining height? If not, what sort of useful load will allow it to do so at this sort of density altitude? Also, what sort of useful load would allow a single engine approach to a helipad at this DA (specifically a helipad, not divert to a clear area over land where you could do a running landing in the event of single engine failure)?
I'm interested in all versions of Bo105, and also how the performance varies with model (I understand the LS versions had increased performance).
I'm happy with rough performance figures, but am also really very interested in the performance graphs from a flight manual too.
Many thanks for your help,
SBW
I'm interested in the performance of a Bo105 - I'm after some performance graphs if possible. Specifically, I'd like to know what sort of useful load (fuel + crew + pax + eqpt) can be carried and still achieve twin engine HOGE at about 35-40 deg Celsius, 1000' AMSL.
Also, what single engine performance will it have? Will it be capable of maintaining height? If not, what sort of useful load will allow it to do so at this sort of density altitude? Also, what sort of useful load would allow a single engine approach to a helipad at this DA (specifically a helipad, not divert to a clear area over land where you could do a running landing in the event of single engine failure)?
I'm interested in all versions of Bo105, and also how the performance varies with model (I understand the LS versions had increased performance).
I'm happy with rough performance figures, but am also really very interested in the performance graphs from a flight manual too.
Many thanks for your help,
SBW
Join Date: Dec 2001
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I can't answer your queries with exact figures as it's years since I last flew a 105 but I spent 750 very happy hours in them.
Most of my time was in the D model on the North Sea where it flew well because it was generally cold & windy. However I flew the CBS in Oz & I don't recall any power problems but you won't hover on 1 engine. Slow run ons were easy, especially with winds over 10-15 knots.
One of my favourite helis, so strong.
Most of my time was in the D model on the North Sea where it flew well because it was generally cold & windy. However I flew the CBS in Oz & I don't recall any power problems but you won't hover on 1 engine. Slow run ons were easy, especially with winds over 10-15 knots.
One of my favourite helis, so strong.
The larger "exausts" close to the aircraft centre line are actually to help with engine bay cooling. The exhausts pipes are inside ejectors which use the exaust gases to cause a venturi effect pulling hot air from around the engines. The S76 with the Arriel uses the same principal.
The 105 tends to suffer very badly from reinjested exaust soot being sucked in by the generators, working on the engines can leave you looking like a coal miner.
We used to swop the left and right outboard exausts over which changed their angle away from the generator air inlet. Not sure if it did any good but it made us feel better!!!!
The 105 tends to suffer very badly from reinjested exaust soot being sucked in by the generators, working on the engines can leave you looking like a coal miner.
We used to swop the left and right outboard exausts over which changed their angle away from the generator air inlet. Not sure if it did any good but it made us feel better!!!!
Join Date: Dec 2006
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I've just had my intro into the 105 as a mechanic and from what I have seen so far, I would say Ugly but Good!
The pilots like it and the Engineer likes it except for working on the engines (S76, anyone?) so all in all it seems good.
The pilots like it and the Engineer likes it except for working on the engines (S76, anyone?) so all in all it seems good.
Join Date: Jul 2001
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Mmmm ....
....... I've just had my intro into the 105 as a mechanic
Just wait till you get to play .... "match those governors" .... what fun!
..... 'Come on down' .......
....... I've just had my intro into the 105 as a mechanic
Just wait till you get to play .... "match those governors" .... what fun!
..... 'Come on down' .......
Indeed hanging over a red hot number two engine while trying to adjust a CECO system vernier coupling viewed through a mirror!!!!!!!!
One of my favourite tasks.
Power matching on the 105 was always a task designed to make grown men cry.
I remember receiving a call at 11 pm from a distraught friend of mine still trying to produce an aircraft for the following morning.
"I can get the top end figures but the bottom end is badly mismatched".
After not much thought, taking into account the task, the time of night and the obviously knackered state of the individual trying to perform it I could only think of one thing to say.
When on earth does anybody fly the sodding thing at those figures!!!!!!
If the engines are giving their rated power the top end matches leave the bottom end matching for another day. GO TO BED!!!!!!!
Eccentric in many ways and seemingly designed by someone totally unfamiliar with the design features of competitors products. The 105 is one of my favourites and has made me a lot of money. Paid a quarter of my mortgage off in a year.
One of my favourite tasks.
Power matching on the 105 was always a task designed to make grown men cry.
I remember receiving a call at 11 pm from a distraught friend of mine still trying to produce an aircraft for the following morning.
"I can get the top end figures but the bottom end is badly mismatched".
After not much thought, taking into account the task, the time of night and the obviously knackered state of the individual trying to perform it I could only think of one thing to say.
When on earth does anybody fly the sodding thing at those figures!!!!!!
If the engines are giving their rated power the top end matches leave the bottom end matching for another day. GO TO BED!!!!!!!
Eccentric in many ways and seemingly designed by someone totally unfamiliar with the design features of competitors products. The 105 is one of my favourites and has made me a lot of money. Paid a quarter of my mortgage off in a year.
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Spinwing,
Cheers for the heads-up, mate!! Got to watch the licensed fellow do it for an intro. Looked like it could be interesting.
ericferret,
Done the "over one hot engine lie-down" thing before, so it'll be same crap different toilet, I reckon. Can't wait........
Cheers for the heads-up, mate!! Got to watch the licensed fellow do it for an intro. Looked like it could be interesting.
ericferret,
Done the "over one hot engine lie-down" thing before, so it'll be same crap different toilet, I reckon. Can't wait........
Hispacopter (Grupo Inaer) in Albacete is a part 145 approved maintenance facitity for the BO105.
Grupo Inaer
http://www.grupoinaer.com/documentos/hispacopter.pdf
Grupo Inaer
http://www.grupoinaer.com/documentos/hispacopter.pdf
Join Date: Dec 2006
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Plenty of offshore lighthouse support work done around the Irish English and Welsh and Scottish coast by singlwe pilot bolkow (d ) version for many years now.
Guest
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Bo105 - lighthouse ops.
It's a good helicopter. Tough as old boots.
It's great in the offshore environment as it is well proven, and handles high winds and turbulence quite well with it's rigid rotor system. It starts without fuss in windy environments right up to 45 knots no problem. It has excellent tail rotor authority and you boot it about with big loads on. It's great on a ship helideck as it has a low centre of gravity and wide skid base. Most mechanical problems are relatively easy to fix as it is a simple machine.
Gotta be better than an Explorer !!!!!!!!!!!!!
It's great in the offshore environment as it is well proven, and handles high winds and turbulence quite well with it's rigid rotor system. It starts without fuss in windy environments right up to 45 knots no problem. It has excellent tail rotor authority and you boot it about with big loads on. It's great on a ship helideck as it has a low centre of gravity and wide skid base. Most mechanical problems are relatively easy to fix as it is a simple machine.
Gotta be better than an Explorer !!!!!!!!!!!!!