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Post by frankly on May 4, 2017 21:07:56 GMT 12
Yes "Jamieson shed" at Waiouru is unofficially named after the pilot who flew into it! One Air Marshal Sir Ewan Jamieson KBE. CB. no less! It is a standing joke in the RNZAF that to become CAS/CAF one has to have written off an aircraft during ones career Don, was the Sir Ewan or the Army Brigadier Jamieson it was named after? I've heard both versions.... SaveSave
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Post by camtech on May 4, 2017 21:44:47 GMT 12
Army Brigadier Jamieson
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thax
Warrant Officer
Posts: 31
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Post by thax on May 5, 2017 13:44:09 GMT 12
The varying stories are compounded my mis-spelling of the name. As noted earlier in this thread, the pilot of Sioux NZ3711 was Captain Mike Jameson (not Jamieson). No 3 Sqn still uses Jameson Shed at Waiouru in support of training.
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Post by vansvilla on May 6, 2017 20:18:34 GMT 12
And if memory serves me correctly, Neil Blackford or Blackie as we know him, was in the aircraft as well.
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Post by camtech on May 7, 2017 9:54:56 GMT 12
Good memory - he was.
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kiwijj
Leading Aircraftman
Posts: 1
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Post by kiwijj on Sept 19, 2018 15:26:18 GMT 12
The Jameson Hangar is named after Army pilot Mike Jameson,3 Battle Support Squadron. I can verify this as I am his wife and lived through the ridiculous Court Marshal the Air Force put him through. He was acquitted and was promoted to Major. He is Colonel (rtd) M.McR,Jameson.
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mmcrj
Leading Aircraftman
Posts: 1
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Post by mmcrj on Sept 19, 2018 18:12:29 GMT 12
The Hangar and the Landing area is now known as Jameson Field. The Pilot was Capt Michael Jameson and not Air Commodore (Later Air Marshall) E Jamieson. As stated in one of the posts, Capt Jameson was leading a flight of three Sioux who were in Waiouru for operational training and Army Training Group [ATG] support (RNZAF Pilots Flt Lt Davidge and Flt Lt Moller, Jameson was the Training Officer). Jameson had an Aircraft Tech on board, LAC Blackford. The apron in front of the hangar had just had new gravel placed over it and there were 4-5 1 metre high piles of gravel left all over the area. An alternate landing site was requested three times stating the pad was too restricted and it was extremely hard to move the helicopters into the hangar on deep loose metal [small transit wheels on the Sioux just sank in and the skids bottomed out] but was told by HQ ATG that was where they had to go. A tea-chest lid had been covered and concealed by the chip right at the selected landing point. The chip was blown off as the helicopter started to set down and the lid was lifted up and into the rotor. He tried to move backwards to blow it back out but unfortunately he walked back into the hangar. The rotor contacted a 400mm I-Beam stanchion and lost about 150mm off one blade. Both tanks were fractured by the blade after the transmission and engine mounts fractured allowing the rotor to sweep much lower than normal including fracturing the canopy. The escaping fuel ignited on the hot engine. There were no aircraft revetments at Waiouru, they were only used in Vietnam or during field exercises in NZ
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Post by oj on Sept 19, 2018 19:53:59 GMT 12
Just to change topic slightly, AESL had the contract to overhaul the Lycoming TVO-435 engines and accessories. I started working there in October 1967 and my first job was to wire up the new engine test-truck, a retired 1951 Bedford RNZAF bus, that had all the centre portion of the body chopped out and the rear window and aft bulkhead joined up to the drivers cab. The Airforce actually kept that bus on inventory for many years and maintained the chassis to COF standard, though AESL had exclusive use of it. Gradually, over the years, a range of other engine mounts were made and the unit was used to test the full range of engines overhauled by AESL.
Whoops, I have meandered a bit, sorry.
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Post by oj on Sept 21, 2018 20:25:49 GMT 12
The Lycoming TVO-435 engine originally came with a Lycoming light-weight HT ignition harness which was not rugged enough for military use. At AESL we had been using the Co-operative Industries "Duraflex" ruggedised conduit type harness for the agricultural engines for several years to good effect. We sold the Air Force the idea for the Sioux. It was quite a challenge to get the initial routing of the twelve HT conduits to each plug, with appropriate attachment points. Once we had the conduit routing and lengths finally defined, we drew it up and put it into production.
I personally built most of those HT harnesses for the Sioux fleet and spares. The braided metal conduits we covered with a black rubber anti-chafing sleeving. This gave problems in the vicinity of the bottom spark plugs because the conduits were very close to the hot exhaust pipes. The fix was to wrap asbestos matting around the harness ends for about eight inches from the spark plug coupling nut. Then the asbestos matting (wound around the conduit exactly like a bandage) was secured with high-temperature fibreglass tape, which we shellaced to stop it fraying. The whole process was very time-consuming and myself cutting up the asbbestos sheeting into strips without wearing any mask was probably not the best.
I noticed that there was available pre-formed rubber-coated asbestos fire-sleeving used on hydraulic lines in hot areas, with those sleeves secured by stainless steel banding clips. So we started using that on the HT harnesses. It saved a lot of labour, though the ready-made fire sleeving was expensive. Overall it improved the appearance and serviceability of the harness a lot, so was fully adopted.
Those of you who worked on the TVO-435 engines in service may remember the somewhat ugliness of the lower plug leads on those earlier harnesses. There was never any in-service problem or failure with the mechanical or electrical performance of the "Duraflex" HT Ignition Harness system.
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