In my experience, the breakdown of the caulking tends to manifest itself as a lead-lag (drag) problem.
Signs of a whitish powder appears where the blade enters the metal cuff and a Chadwick 8500 will show the lead-lag range when it prints the RTB solutions.

Hi Nodrama

Thank you for that - not sure if we have the Chadwick 8500 here but I will ask the techies in the morning. Is this something that you can fly with for any period? Or should you ground the aircraft. ( was I flying an aircraft that I should not have been?????!!!!)

The assessment and solution to any problem with your aircraft is down to your engineers and their call...

The lead-lag limit (if that is the problem) is 20mm....it's in the maintenance manual.

http://img186.imageshack.us/img186/2...board04xx2.jpg

One of several 105's which served with the Royal Bahrain Air Force

Manoeuvre at 2 min 30 secs...... :eek: WTF!!

Another nice video from 1986, shows the programm for the championship in Great Britain June 86.

Pilot probably R.Wilke, now flying the Red Bull BO 105




skadi

Bolkow Performance
 

Hi there

I am looking for some advice on Operating the Bolkow in Cat A or nearly VTOL landing sites. The Flight Manual talks a lot about Cat B Ops, however we fly to over 100 different sites of which only a small handful could be described as Cat B (being airfields), the rest are small remote villages in the jungle/hillside (or both) and often involve 'a military style confined area approach and departure). The Book does mention this and also talks of retrofit kit which we dont have on our machines but I cant see how this might help anyway. I am looking to restrict our MTOW for these sites as per the performance graphs in the supplemement section which talks about CAT A and VTOL. But is there any other better rule of thumb for this. Not only are the areas restricted but as we are equatorial it is also very hot and humid. We are trying to preserve the more expensive components. Would be most grateful for any advice on this. I have a few thousand hours mostly maritime Lynx but so far still less than 100 on this beast.

Question 2.

When conducting an engine trend check it says both engines are operating but you test each engine in turn. I presume you split the Tqs a little (5%??) and do it that way. Yes or No?

Question 3

There may be an opening for one or two Bolkow 105 pilots here. Pay is not pop stars stuff but I think Ok. Flying is fantastic (I think) as is the expat life. Pilots would need to be rated on the 105 with a organisation the Malaysia recognises. Would need to sit Malaysian Air Law in the first instance but that is easily done and would then fly on a Validation for 6 months and then hopefully get a Malaysian CPL. The Job is EMS day VFR only. Anyone interested please reply to me here in the first instance. This is just really putting out a feeler.

Daddylynx
 

Which model 105 are you operating? Which engines are fitted?

The C20B equipped model would be hard-pushed to deliver Cat A in Europe let alone the tropics.

Check-out the HOGE graphs - they will give you a good idea of how well the machine will cope going into confined areas.

From memory the trend check requires the non-checked engine to be at idle but it's been a while ..... cripes! 23 years! .....where does the time go .......... since I had the pleasure of flying the 105 so maybe my memory not that good.

Good luck

G:ok:

Daddylynx
 

To the best of my knowledge the BO-105 never had a published Cat 'A' performance. In fact, way back when the type was introduced in to the UK wasn't the single engine performance so bad that the UKCAA required a fuel dump system to ensure an adequate single engine performance, these modified helicopters were designated BO-105D.

A few years ago I was involved with a BO-105LS operation that ultimately failed because the operator couldn't satisify the clients Cat 'A' performance requirement. Yes, the BO-105LS has bags of power, but we wanted a manufacturers published Cat 'A' performance supplement that simply wasn't available.

I'm therefore surprised, Daddylynk, to learn you have a "supplemement section which talks about CAT A and VTOL" could you give further details.

Thank you all for some very interesting perspectives. We operate 2 x CBS4 and 2 x CBS5 with Allinson 250-C20B engines. A lot of the landing sites are only a small soccer field in a jungle clearing with 200' trees all around. Getting in is ok - its the next bit that can be exciting!!! And some are by the river so that you can come in and out from the river using a reasonably sensible approach/departure profile. I am going to recommend we limit the MTOW for some, but as suggested the guys must check the HOGE figures. Certainly operating at 2500kg would not work.

We just replaced a turbine on one over the weekend post labyrinth seal change and tested it today - seemed to run a little hot and when I shut down it smoked - again. Next check hover had the engine at 800 TOT in the hover and final hover check was 810 TOT - Told the boys to forget the Labyrinth seals for now and have a look at the compressor blades - I dont think it would cope with another start without surging! Has a similar problem on a Lynx HAS Mk 3 several years ago. When the engine bay opened it up the axial flow compressor turbines looked really ugly!

Anyway it will the the Filipino engineers from the overhaul facility here a bit longer.

But thank you all for your help and advice - really appreciate it. Hope we dont get a Medivac tomorrow as not really happy to fly this particular machine at the moment!

The Supplement section is in Supplement section 11 (11.4 - Special Take off and landing operations). It has a very an identical set of limitations to the Limitations section at the beginning but the performance graphs are more restrictive for MTOW and typically give about 2100kg at sea level ISA day. The retrofit kit s a fire extinguishing system (I think) and mentions a ram air ventilation system. I can E Mail you the relevant bit if you want.

CB(S)/ DB(S) with C20's

Engine trend checking:

Split tq's to get testing engine doing the work, turn s/genny off and pull 86% tq.

Engine power assurance check:

IAS 60 kts, retard other engine to grd idle. Turn s/genny of test engine off, pull 95% tq (or 810 TOT), keep Nr 100%.

We are looking at purchasing a BO105 CBS-4. Can anyone give me an idea of what I should expect to pay for a replacement set of MRBs?

And if you have any advice of the big 'gotchas' (ie. corrosion, etc) to look out for that would be very helpful.

Thanks in advance.

GunKow

BO105 Longlining
 

Can someone please tell me what long lining in the 105 is like.Particulary vision,door on ops,door off ops,any tips for a newbie on a 105 doing long lining.

Thanks in advance

At a guess, pretty poor. I don't think there is a bubble door mod with TQ gauges etc.. so it would be a blind lean out effort which in itself would be a fairly crap platform with regards to the stick your giving the engines, and I doubt you would see that much unless your built like a giraffe :p

I did over 9000 lifts with the 105 using mirrors, but long lining is a different game altogether and this forum is the right place to be to gleen more info.. .....Gordy???? :ok:

GTF.

bo105
 

I am not a flyer but an engineer, there is lots of good stuff on this thread from many who fly them, as an engineer it is a good machine , watch out for corossion of the MGB because spare shells are like rocking horse ****, , they are getting old and all spares are becoming scarce , alternative is to fly a squirrel and put lots of money aside for turbomecca to swallow up, Allison engines are old but in the right hands cheap to operate. I once had a bolkow shear the engine plumbing in a major way due to vibration frequency in transational lift , the good news is it landed and the pilot didnt even know, thankfully i think it happened in the last twenty feet
!! old tech but good in the right hands!!

Lift work grithothefog
 

Hi,what was the 105 like doing mirror lifts and how long were your lines?
Cheers

We used 5-20m strops with a modified convex truck mirror so you could see hook and load. It worked very well, its a great aircraft for precision work in the right hands with the rigid head. Good luck. :ok:

GTF.

Helped see the 105 out of NLB service at the end of last year, and I'd just add (to all that Griffo has mentioned) that owing to the position of the pitot tubes on the Bolkow, the mirror(s) have to be mounted on the LHS of the aircraft. When you're used to a/c with a decent mirror fit, this can take some getting used to in confined spaces or over a moving deck. Would love to know the Cooper-Harper score, I'd give it a 4.

Does the 105-15170 CBS-5 MRBs have pendulum absorbers or not ?

I think yes, at least all the CBS5 i've flown had them.

skadi

I think they can be fitted at any point. I do know one of the Irish Helicopters bolkows did not have them for most of its life and has now sprouted a set

I don't seem to able to find a reference in the FLM but I'm sure if you fit them you increase the MAUM by 100kg.:8

BO 105 CBS4 purchaise
 

Hi All,
looking for two BO 105 СBS4 / СBS5 low time, available for purchase.
if someone selling СBS4 / СBS5 pls let me know by email to [email protected] or call +7-495-7242473.

Regards Mihail

Yes , without the 'dogs balls' vibration absorbers there's a MTOW limit of 2,400kg I found out recently.

None of the Pelita BO-105s I've seen in Indonesia use them

I bought 5 BO-105 CBs to part out and I got some AEG-Telefunken rescue hoists in the package PN V22.894 , they are new surplus but 20 years old , I can't find any reference to them anywhere.

Apparently most operators are using a Breeze Eastern style hoist which is about 80kg compared to the AEG at 180kg

http://www.asean-aerospace.com/affil...6_31027195.gif

Anyone know of operators using the AEG-Telefunken hoist ?

We totally stripped out 1 BO-105 last week and was surprised that the fuel cells were 1981 and still in good shape.

I was very impressed with the build quality of the helicopter , it's a really well designed and put together heli.

The other surprise was a lot of components are 'on condition' and not hard timed or worse calendar timed (a Euro / British favorite) which is unusual for a European heli

Mihail , Oceania Aviation in NZ have 105's for sale.

Oceania-Aviation | Home

Irish Helicopters have a bolkow for sale, not the stretch type with 15550 hours on oit and another permanently withdrawn from use which is a stretched one with around the 10000 hours mark on it? Might be worth asking.

thank. will ask

High time Bolkows need a lot of sheet metal attention.

BO105 Airframe cracking?
 

Does anyone know if the BO105 CBS-4/5 airframe has problems with the airframes cracking on high time (10000+ Hrs) machines ?

Thanks in advance
DC:}

cracks
 

I remember that we once found cracks at the tailboom. Can't remember exactly where it was.:confused:

I do recall that some years ago on the original bolkows there was a tail flaexing issue, that resulted in an uncoupling of the tail drive shaft, these incidents occurred around 6000 airframe hours, and resulted in the splashdown of G-AZOM 5 miles off skegness during one year. I believe modifications were made to stiffen the tail boom at the point it joined the rest of the helicopters main body. Other than that I am not aware of anything else, some bolkows are well over 20000 hours currently.

BO105 Airframe Cracking?
 

Dynamic Component: Whenever you have this kind of query it is generally a very useful first step to look throught the SB's and AD's issued against the specific type for any structural issues that may answer your question. Also, check the scheduled maintenance requirements in the MM for any structural inspections. if all else fails, call ECD product support and explain what your after. Do you know anyone at another BO105 operator you could ask?

Hi SJ,
I don't know anyone else with a BO105 and I don't have access to the Ad's,SB's or MM. We are looking at purchasing a 105 and I am worried about cracking on airframes with a lot of hours(10 000+) on them.

Thanks Bolkov and Spunk.

Cheers
DC:}

A typical sheet metal aircraft. Cracking in the rear fuselage is fairly common. Try talking to Bond Air Services at Goucester or PHI in Lafayette.

Severe cracking of the 105 fuselage would occur anytime after 5000 hours.

The worst area was the structure around the aft righthand A frame leg.
The first one I saw had a 4 inch crack within the right hand main box frame only visible through the lightening holes.

When the structure was removed around the airframe mounted bracket it came out in pieces, cracked to bits.

I saw one aircraft at rotortech so badly cracked they had to remove all the structure above floor level!!!!!!!!

The tailboom used to crack mid tailboom on the right hand side. Usually you will find a large patch there about 3 feet long and a foot high.
This crack was caused by skin flexing and would appear central in an area of skin. Not serious.

One of the drivers behind Bond using new fuselages on it's 105's was the ongoing cracking problems. It gave them the option of stretching the aircraft at the same time.

It was generally felt that the german spec aluminium was part of the problem. It was annodised and had great anti corrosion properties.
Aircraft that operated offshore for years had very little corosion.
However it was felt that the material would age harden and crack sooner than expected.
Couple this to a main transmission bolted rigidly to the aircraft with no vibration damping and it was a recipe for cracks.

Great aircraft one of my favourites.

Get a survey done by someone who really knows the aircraft before you part with any money. Cavaet Emptor!!!!!!!

Thanks for the info so far.

DC:}

For how long will Bo-105 continue to fly? (in the world)

Thank you

How Long will Bo 105 fly (in the world)
 

Not sure about the world but we will be flying them in Sarawak (Malaysia) until the end of this year - and probably much longer!