Preliminary Assembly of the Equipment and Gearboxes

Having a couple of KX generators and Lockheed hydraulic pumps, I figured I would attach these to the SG1/20 gearboxes to see how things come together. The generators for the Vampire Mk.30/31 are actually the KX-B and I haven’t seen any to date at all, let alone had the chance to acquire one. I bought these KXs because I thought they would help the cause one way or another. In addition, the KX was used on the DH.108, attached to the Goblin.

The hydraulic pumps I have aren’t quite right either. They should be Mk.VI, and I have one Mk.7 and one Mk.8. That probably wouldn’t matter of itself, but the orientations of the bodies have different clockings with respect to the mounting holes, presumably variations for specific applications.

Taking the transport covers off the pump locations revealed very clean interiors. Although there is a little black seepage, hopefully this is an indication that the oil seals have been largely effective in keeping the mud from seeping into the interior at the generator, driveshaft and compressor locations.

For two generator and two hydraulic pump locations there is only one quill and no couplings, so there is no check on engagement. However, this quick assembly shows the overall length of the arrangement, how it fits within the engine cowlings, and taught me a little more about the gearboxes and equipment. The trolley/stand I have built has also proven to be a good storage and work arrangement!

Starting on the Rotol Gearbox Path of Discovery

For years I have had a general knowledge of the SG3 Rotol Gearbox fitted to the Vampire Mk.30 and Mk.31. Years ago Alan Allen in the UK sent me a digital copy of the SG3/1 manual for the Nene Vampire and that was the starting point for learning more, but without getting my hands the real thing, I didn’t have good reason to get into the thick of it, having many other things demanding of my time.

In 2020 I had the chance to examine two SG1 gearboxes and make a simple comparison with the SG3/7. I knew even less about the SG1, so embarked on the process of figuring out their application. One had the data plate with Type ID on it: SG1/18. The other appeared to be identical. It turned out they were from the Gloster Meteor; the driveshaft pointing directly out of one of the main gearbox apertures plugs directly into the front of the Rolls Royce Derwent. The SG1/18 fits into the right-hand intake for the Derwent of some marks of the Meteor. This gearbox is set up to carry a generator – something like a Rotax KX, HX or 02 – and a Dowty hydraulic pump.

The original Vampire Mk.30/31 gearbox was the SG3/1 with the driveshaft located on a forward face, the other mounts were taken up by B3X Mk.III vacuum pump, KX-B generator, Hymatic compressor and Lockheed Mk.VI hydraulic pump. When the vacuum pump was deleted (by RAAF mod 175 or DHA mod V.191), the gearbox was modified as the SG3/7.

Comparing the SG3/7 illustration from the Vampire Mk.30/31 manual with the photos of the SG1/20 below, you can see how different the drive input is.

So having a need for a couple SG3/1 or SG3/7 gearboxes, I started to wonder about how common the SG3 and SG1 are – whether an SG1 would be a starting point for building an SG3.

After a little googling and looking at the various suppliers of scanned manuals, I found the AP.2240A Rotol Gearbox schedule of spares for the Meteor – from the very handy Aircraft Reports. Excellent!

Looking at the basics, it was easy to see that several of the assemblies that make up the SG1/18 are indeed common to the SG3s of interest. After trying to kid myself otherwise, it became obvious that the main gearbox cover is NOT common, although a cheat might be possible. BUT – what about the main casing itself? I’ll come back to that.

In November 2020 my friend Chris sent me an email with a photo of a ‘thing’ caked in mud and looking rather worse for wear, and asked ‘would I be interested?’ Well, that got me excited! He eventually managed to source two SG1/20 gearboxes for me!

So what’s the SG1/20? Similar to the SG1/18, but, importantly and usefully, also carries the set-up for the Hymatic compressor. It was fitted in the left-hand inlet of some Meteor marks.

The basic drive assembly for the compressor is common to the SG1/20 and SG3, but the SG3 also has a mounting adaptor because of the different location on the gearbox where it is attached.

By working through the parts lists for the SG3/1 and SG1/20 and the section drawings for each, I have been able to show that there are a lot of common drive assemblies plus the oil pump, and other parts. This is shown in the drawing below.

Orange highlights: common parts; Yellow – the cover that doesn’t match; No highlight – not sure!

Are the main casings the same? They certainly don’t have the same part number. But the main attachment bolting pattern matches and given how the various assemblies fit, I think the casing of the SG1/20 will work for the SG3. It is clear that Rotol introduced design improvements over the years but retained commonality, and it is also apparent that the casings often have bosses in the casting that may or may not be in use for a particular assembly. I think it is likely these casings will do the job.

It wasn’t until mid-June this year that I picked up the gearboxes. First thing: Clean and protect!

The suggestion was to start with high pressure water but I was worried about the water getting inside. I took the 3 hour per gearbox gentle clean instead! This is exterior only – will need to do something about the interior after lockdown – just an inhibit of sorts as I won’t be disassembling until I actually have what I need to make at least one SG3. Below are a couple of photos – one gearbox before cleaning, and the two after.

There is no Mystery of the Missing Generator

About time I put this one to rest. The answer behind this puzzle is that the generator was there. Past tense! I just didn’t know what the guts of one looked like. I didn’t understand that there are the remains in the photo, and I had been put off the scent by the state of the Rotol gearbox fitted to Camden Museum’s A79-14. This gearbox has a blanking plate over the generator position and the Dunlop pressure reducing valve (AHO19682 – for the Canopy Seal line) and its mounting bracket (L002109A) attached on the blanking plate, as if the blanking plate should be there for a serviceable aircraft. (Although I would certainly mount the bracket over the blanking plate if I had just removed the generator – to keep it all together.)

The Generator position on the gearbox of A79-14

Below is the image from AP.1095C Vol.1, Sect. 5, Chap.9, that made me see the light. Notice the long bolts that run much of the length of the generator, holding the casing and mounting together. This is actually for the KX, but is much the same for the KX-B.

A79-536: Now that I know…

The Mystery of the Missing Generator

The configuration of the auxiliary gearbox that I have typically seen on FB.31s – in tech pubs and historical photographs (no opportunity yet to see any in the flesh) – includes mounting of the generator. Early and later configurations are shown below in extracts from AAP.828:

Above: Early configuration with vacuum pump. Generator is shown.

Below: Later configuration with vacuum pump deleted. Generator is shown.

Below: Other configuration with vacuum pump. Generator is not in the usual position; instead a bracket with pressure relief valve is attached at the location. The wreckage shown is from Vampire Mk.31 A79-536 which crashed at Pearce on 18th September, 1955.

Vampire F.30 A79-14 at the Camden Museum of Aviation has a similar gearbox that is partially installed – the gearbox has the bracket with pressure relief valve, and no sign of any generator!

So, what I want to know is:- WHERE IS THE GENERATOR on aircraft of this mod status?!