I remember Bristows having a Boelkow in the hangar @1978 from lighthouse duty. I had never seen a helicopter with more wear and tear and cracks in it, ever, and haven't seen one in that bad shape since! They're rugged but certainly need to be maintained like any other machine.

105 flying ashtray...
 

Back in the old days when smoking was the norm, I used to roll my own ciggies while slinging loads out to the Bishop Rock, mainly through boredom.. When you picked up the load an alarming gap used to appear between the bottom of the door and the airframe :eek: But.... it served as a marvellous vacuum ashtray, with no evidence of ash or smell when landing for a refuel... :E
Gotta love that Bolkow.... long live the tank :ok:

Well it could be like the A-Star/Squirrel.....and have the entire overhead separate above the door frames....but come to think about it....there was a 212 did that at the Bristow Nigeria Texaco operation too.

The 105-LS is a horse!

YouTube - Galway Clifden From The Air 1977
a bolkow at work in 1977...

"...long live the tank:ok:"

Definitely a tank!

Early model 105s had no transmission chip light. Had to 'periodically' inspect the mag plug via the clamshells then underneath the trans through an inspection panel in the interior. Of course if a 'deterioration' in power was noted, thence straight away with the check. Never saw a plug with more metal on it, and it was still in tolerance, although the xmsn was changed shortly thereafter.

I like the Bo verry much, I flew the ship in the military.

She is nice to fly and verry reliable

Did we have those already here?










MBB Bo-105

I worked on a 105 operation in Africa 20 years ago. The guy who signed up the contract priced it as a Jetranger with an extra engine. At the end of the year they were a $100,000 in the hole.

Not all the aircrafts fault.

Operating without sand filters (too expensive to fit) and pilots refusing to fly with blade tape
(all the blades erroded out) didn't help.

I like the aircraft, made me a lot of money over the years.

The comment by Whirlwind111 about the Bristow 105 made me smile, G-AZOM.
Crashed while on lease to Bond in the early eighties. Conoco VIP trip no less.
Thankfully without casualties. Last saw its sad remains in Gleneagle Helicopters hangar at Edinburgh probably 1987.

One of the issues with the 105 was the material they were made from which was a German spec annodised aluminium. Corrosion was virtually unheard of even in an offshore environment.
However it became very brittle with age and cracks appeared all over the place at around 6000 hours. I've seen them so badly cracked that the whole structure above floor level had to be replaced.

The rigid rotor and main gearbox with nothing to abscorb any vibrations didn't help.

SASless,

For interest's sake.....
The last LS (s/n 2058) is soon to be in service.
It was flown yesterday to blow the dust off of it.
Kind of bittersweet, as while there were never that many built, I think they
are well regarded by anyone who worked them. Oh well, progress and all
that.

Rigidhead

RH sad day indeed , I can still remember all the harness numbers for some obscure reason. Give my best to all at FTE.

Rh , 1 post in 5 years :D

Neil

need help finding a BO 105 LS-A3
 

I am currently in need of at least one BO 105 LS-A3 and am having a hard time finding any for sale.:ugh: If anyone knows where I can find one or more then please contact me. Also I would like to hear any pros and cons that other pilots may have in regards to this A/C. Are they a good long line platform, as we run 125 ft + lines and is a main stay of our operations.

Here is one in Chile for sale.

EUROCOPTER=

500 Fan.

Mmmmm ....



........... "Are they a good long line platform?" .....


Well to fly the machine is very like the Hu500 series of a/c.

I would have thought the RH pilot seat is too far inside the a/c for comfortable vertical reference ops. Also cyclic stick trim cannot be turned off so it can be tiring to keep "fighting the trim" all day. All Bolkow pilots are easily identified by the lack of thumb cover on their flying gloves!

Not sure whether permissions could be obtained for command from the LH seat?

NB the cargo hook affixes to the a/c via cables attached to fitting attached to the u/c legs so care MUST be taken when landing a/c during slinging ops to ensure hook serviceability (keep it out of the muck!).

You WILL need a well trained engineer/mechanic attached to aircraft.

Good luck ... they're a GREAT machine! :ok:

Ugly....for sure! Teeth rattling through translation, uncomfortable seats for long flights, expensive parts. But, nothing better for banging down on the back of a pitching ship or following all the nooks and crannies along the coast. Just don't want to be the one having to pay the bills......

CALSTAR recently completed work on the STC for swapping the C28s for C30s


z=6Vertical Daily News: CALSTAR Completes Major Engine Upgrades - Steve Fossett Played Major Role

Fossett's planned record attempt?
 

Does anyone know what record the late Steve Fossett was going to attempt to break in his BO-105? Given his previous achievements it would, no doubt, have been spectacular.

500 Fan.

BO-105 Helo
 

Does anyone know where here in the US they have some for sale

Us Bo105
 

PM Me, we may sell our ship - it's a beauty, currently going through 6 yr inspection and both engine overhauls.

:ok:

CBS-4 to -5 query
 

Hi all,

What Serial Number did the factory change from CBS-4 to CBS-5?

I understand that a number of -4's were modified to -5 config but these days it is prohibitively expensive?

TCF

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library%5CrgMakeModel.nsf/0/6B5D16CFF2F28C728625728A0058947F/$FILE/H3EU.pdf

I may be mistaken but i believe the super lifter was retrofit solution see link above to TCDS , i think that production of new BO 105 has ceased when it was introduced.

Edit Correction , Another database I have shows all s.n after 889 to be CBS-5 last serial number for all C versions is 929 D-HWBH

N-NUMBER SERIAL NUMBER MODEL
335T S898 BO105SCBS-5
137H S908 BO 105S
105AH S920 BO 105S

Last 105 on FAA reg is S/n 920 last cbs 5 is s/n 898

Seems productions stopped in 94 for the CBS versions , the last LS has a 2008 manf date .

Flight's data suggests that the last CBS-4 went out the door in 1995, with the last ECD CBS-5 being forged in 1997. KAI assembled a batch of CBS-5s in 1999/2000 under the Korean Light Helicopter (KLH) program, and it was interesting to read just last month that Dirgantara Indonesia is still delivering NBO-105 CBSs to the Indonesian Army (:ooh:).

Don't know about the cost, but SB 105-80-127 states that the CBS-4 to -5 upgrade only takes 15 days.

I/C

CBS-4 to -5 query
 

Looking through Rotorspot's Complete (Historical) Civil Rotorcraft Register of Germany (see Part1 and Part 2), it would appear as if the "official" change-over took place between Serial Numbers S-888 and S-889:

·

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

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, :D 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!!:{:mad:

Vfr
Peter R-B

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.

PR 'Fly ins' to events are common, It helps to open a wallet or two ;)

I recall the LS does not have the "spoiler" . Curious as the fuselage and empennage are almost identical to the CBS .

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

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 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.:O

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!!!!

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.

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' .......


:E

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.

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........:=:{

Besides the Civil Guard, does anyone know who else operates Bo 105s in Spain?

Including the Civil Guard, does anyone know who provides the maintenance for Bo 105s in Spain?

Hispacopter (Grupo Inaer) in Albacete is a part 145 approved maintenance facitity for the BO105.

Grupo Inaer
http://www.grupoinaer.com/documentos/hispacopter.pdf

I believe Spanish Customs also operate the 105.

I'm interested in what company provides maintenance for which operation, and, if possible, some feedback on their reputation. :ok:

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.

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 !!!!!!!!!!!!! :ok::ok::ok::ok::sad::sad: