Bond bo105's?
Part of the agreement with the CAA in respect of the Bond BO 105 re-fuselage program was that the redundant fuselages should be rendered unairworthy. This was done by cutting a chunk out of the vertical main frames. One of these wrecked fuselages was "blown up" for a tv program and another was used as a dog training aid by Devon and Cornwell police.
The main problem with the 105 was severe cracking starting around the 6000 hour mark which was due to the vibration characteristics of the aircraft and the material specification.
The repair costs became so expensive that the re-fuselage and stretch became a viable option.
The cracking would become so bad that I saw one aircraft in which the whole structure above floor level had to be removed!!!!!!!!
So if you have your eye on an old second hand 105 beware!!!!!!
The main problem with the 105 was severe cracking starting around the 6000 hour mark which was due to the vibration characteristics of the aircraft and the material specification.
The repair costs became so expensive that the re-fuselage and stretch became a viable option.
The cracking would become so bad that I saw one aircraft in which the whole structure above floor level had to be removed!!!!!!!!
So if you have your eye on an old second hand 105 beware!!!!!!
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Some years ago I was told that the DMC on a 105 was not significantly higher than a 206. I know there are relatively few service lifed items in the drive train , but does any one have the published figures.
Remember looking around G-BEZJ when it had been recovered to Longside, after its accident. For a number of years it sat in the 'old' hangar, gathering dust whilst waiting for the scrappy.
Re the pod down in Cornwall is that not the original shell from G-BCXO, which was re-registered G-THLS after getting its new pod?
Re deceased BO105's, I presume G-BGKJ was scrapped after its swim up at Sullom Voe?
Re the pod down in Cornwall is that not the original shell from G-BCXO, which was re-registered G-THLS after getting its new pod?
Re deceased BO105's, I presume G-BGKJ was scrapped after its swim up at Sullom Voe?
Widgeon
Don't believe a word.
About 20 years ago I was on a contract where the guy bidding for a contract treated the 105 as a 206 with a second engine. We lost $100,000 in a year and we had free access to a lot of spares.
Don't believe a word.
About 20 years ago I was on a contract where the guy bidding for a contract treated the 105 as a 206 with a second engine. We lost $100,000 in a year and we had free access to a lot of spares.
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That is similar to what I once heard at Irish Helicopters, when they sold thier jet ranger they said the second bo105 could do charter the jet ranger previously did as it was not much more expensive to run?
Another Bolkow cost debacle I remember was an 1800 hour check that began to overun in time due to structural repairs and lack of manpower.
To save time the chief eng decided to send the hydraulic pack to rotorwreck for inspection.
Back it came with a bill larger than the budget for the whole check. Two valves had to be replaced at £7500 each and these were second hand and half price!!!!!!!
Half a dozen control bolts cost over £1000. This is about 14 years ago.
The truth is I like the 105 it has made me a lot of money over the years, but they can remove money faster than your wife and daughters with an open unlimited check book.
To save time the chief eng decided to send the hydraulic pack to rotorwreck for inspection.
Back it came with a bill larger than the budget for the whole check. Two valves had to be replaced at £7500 each and these were second hand and half price!!!!!!!
Half a dozen control bolts cost over £1000. This is about 14 years ago.
The truth is I like the 105 it has made me a lot of money over the years, but they can remove money faster than your wife and daughters with an open unlimited check book.
Combine Operations
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Not surprised MF has finally gone, the old girl spent so much time in salty climes that it shows the quality of the airframe to have lasted so long, it also says a lot for the Bond engineers who kept it going
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G-BAMF
Spent three years flying MF on the Ninian contract until Chevron decided it was too expensive. I completed the final Ninian shuttles in 1992, bringing MF back to Aberdeen on April 2nd with Alan Ward, one of the two superb engineers I worked with, the other one being Davey Gow.
Great memories of those three years and the brilliant support from two of the best engineers around!
bondu
Great memories of those three years and the brilliant support from two of the best engineers around!
bondu
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Bond's 105s from the mid 80's.......
The upper two shots are of a casevac arriving in ABZ, with 'traffic' lady Pat ?? attending, and the lower two of G-BEZJ on airtest out of Longside, with the one and only Paul Coyne.
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old airframes
They were not all done by rotortech, they were done by a few good lads in a very cold hangar at Longside Airfirld , Peterhead, Aberdeenshire, The old frames are probably still there
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G-BAMF
With regard to G-BAMF, or mike fox as she was normally called.
I was told from sources that I have no reason to disbelieve, that before she was put to rest, Mike Fox was the highest houred bolkow in the world. She was the first to reach 20,000 hrs. and was nearly at 23,000 before she retired.
I had the pleasure of flying her from 7th March '96 'til 16th May '05. On an almost continuous basis. I have taken her to ships north of the Magnus, all the way south to the Channel Islands, incuding most of the bits in between, including St Kilda, Scillies, Hebrides, Most of wales, etc. etc. The only place I didn't take her in the UK was to the south east of england, but I'm sure that she's been there!
I logged her 20,000th hour, and her 21st, and her 22nd. I would have loved to have done the 23rd, but alas it was not to be.
As has been previously noted, the longevity of these aircraft was definately down to the grand job of the resident engineers, including the previously mentioned Alan Ward and Davie Gow, both of whom I have had the pleasure of keeping me sane (ish)
Flying the Bolkow was certainly a privilege, I miss it so much, but not the radios or the heater
TR
I was told from sources that I have no reason to disbelieve, that before she was put to rest, Mike Fox was the highest houred bolkow in the world. She was the first to reach 20,000 hrs. and was nearly at 23,000 before she retired.
I had the pleasure of flying her from 7th March '96 'til 16th May '05. On an almost continuous basis. I have taken her to ships north of the Magnus, all the way south to the Channel Islands, incuding most of the bits in between, including St Kilda, Scillies, Hebrides, Most of wales, etc. etc. The only place I didn't take her in the UK was to the south east of england, but I'm sure that she's been there!
I logged her 20,000th hour, and her 21st, and her 22nd. I would have loved to have done the 23rd, but alas it was not to be.
As has been previously noted, the longevity of these aircraft was definately down to the grand job of the resident engineers, including the previously mentioned Alan Ward and Davie Gow, both of whom I have had the pleasure of keeping me sane (ish)
Flying the Bolkow was certainly a privilege, I miss it so much, but not the radios or the heater
TR
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I spent a very happy 750 hours flying North Scotish's 105 D Bolkows on the North Sea in the days when they were white. The chief engineer had them painted day glow red just before I left..... caused a lot of raised eyebrows! I was lucky enough to fly 2 that were brand new, before the links got sloppy, & they were incredibly smooth, no rattles, no dutch roll, no transition shake. They also felt very strong & rugged in turbulence, bumped around a lot but didn't feel as though they would fall apart like a 206 does in 80 knot winds. One also came to Oz & that one, mc?, still flew well.
A great machine.
A great machine.
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NSH Bolkow to Oz
Nigel, you're almost right. G-BCDH (S.60) went to Australia in Jan. 87. She returned to UK in Mar 1992 where she was registered G-BTBD. In April 1992, back in Bond ownership, the aircraft was re-fuselaged and stretched and became G-DNLB, flying for the Northern Lighthouse Board. It was involved in an accident flying from Orkney in 2003 and was destroyed.
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I can't believe it's ten years since we put G-NAAB (S.416), together at Longside. Great Fun!!!
Just as a wee correction, G-BDMC did go to Australia as well as DH, and on return, after a short spell as G-PASB, was used as the donor for the aircraft currently registered and flying as an air ambulance, G-NDAA.
Also, G-NAAA wasn't done by us at Longside, but was the re-registration of a Rotortech stretch, G-BUTN, the old Glasgow based ambulance.
Just as a wee correction, G-BDMC did go to Australia as well as DH, and on return, after a short spell as G-PASB, was used as the donor for the aircraft currently registered and flying as an air ambulance, G-NDAA.
Also, G-NAAA wasn't done by us at Longside, but was the re-registration of a Rotortech stretch, G-BUTN, the old Glasgow based ambulance.
Last edited by chopperfixer; 26th Feb 2009 at 11:50.
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Is it really 10 years since we did that! Sat with a pile of spares in a freezing cold hangar having butteries for breakfast with a touch of jam brought in by a nice fella living in Ellon
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G-NDAA was re-reg'd from being G-WMAA in 2006. She is soon to be the above mentioned Filton AA Bolkow.....sporting some unusual colours apparently.
G-NAAB alive and well in Hampshire. G-NAAA alive and well in Wales.
G-NAAB alive and well in Hampshire. G-NAAA alive and well in Wales.