Gentlemen; it’s the same casting for both aircraft (and on others). The photos below are of my PV-2 Harpoon wheel. I installed the correct triggers for the A-26/P-61. I doubt they were present in the PV-2. Ignore the Northrop cap. The Lockheed cap uses the same base with its own logo sticker….that I need to acquire… :confused:

[ATTACH=CONFIG]249751[/ATTACH] [ATTACH=CONFIG]249752[/ATTACH]

Oh, and as mentioned earlier in this thread….the wheel that started this exchange is most likely out of a B-45…again, same casting. The thing that varies sometimes is the thickness and type of coating. I have two of these wheels, likely manufactured several years apart in time, and the coatings are quite different.

Hi,
An interesting ebay listing. Does look like a B45, particularly with trim button. However the casting markings on the back of the yoke are different from mine, although I do not know the significance , if any of this.
If I can work out how to post photos, I will do so if anyone’s interested.
As already mentioned in this forum, the extra button illustrated on the ebay listing is not correct for the Tornado .

Help !! Received a Phantom type ADI from the States that arrived with a crack in the glass front from postal damage.

Any idea how to replace the glass, or gain access to it?
I now know it’s bonded to the metal. I know a very good glazier and hope to get his advice on a replacement, but I suspect it’s damaged beyond repair.

Any advice appreciated.

Try Peter Greaves at Flight Engineering , Leeds, 01132430792 . He had a Griffon or 2 in bits last time I was there last month.

Cheers………………..John

Hi,also want an AN/APR 25 Vietnam era radar warning receiver display as used on Phantoms, F111’s etc. Just the box that goes on top of the glareshield , giving bearing information etc.

Will pay cash or have some nice items to trade/swap

Hi, there are some remarkable panels here.

Would anyone have an F104 main panel for sale?

Very very similar to B45 Tornado………….

Re the earlier comment about F86 Sabre canopies.

I photographed this rather battered (look at the wrinkling of the fuselage and the iffy paint job) USAF Manston-Based F86F of USAF 406th FIW at Biggin Hill during the 1955 Royal Observer Corps “Recognition Day”. The canopy looks fairly conventional and if opened at speed during the ejection sequence I would assume the slip-stream would lift it well clear of the pilot’s head.

Rather puzzling is the absence of the red “Ejection Seat” triangle alongside the cockpit. Did perhaps the USAF adopt the red warning triangle later? R.A.F. Meteors I photographed at the same time (1955) quite clearly display the red triangle.

The T33 seat was also poor. Aircrew needed to be measured to see whether it was safe for them to wear a back parachute in the front seat. If their femur was too long, the instrument panel would remove their kneecap if they had to eject! So they were told to wear a seat chute instead.

Extreme disorientation due to tumbling of the seat post ejection caused many aircrew to fail to separate from their seat in early USAF designs such as the T33 and F84 series, since no MB style stabilisation drogues were fitted .

[ATTACH=CONFIG]241720[/ATTACH][ATTACH=CONFIG]241721[/ATTACH][ATTACH=CONFIG]241721[/ATTACH]

This is the later version of the Lockheed T33 seat which incorporated a somewhat primitive device for pushing the occupant out of the seat following ejection/clearing the aircraft.

I have an earlier example , and can say that it was all pretty hazardous back in the fifties if you had to punch out. Frequent problems with extreme disorientation due to the tumbling of the seat after it left the aircraft, caused many pilots to fail to separate from the seat and therefore had no opportunity to use their chute.
The early flight manuals advised aircrew to unfasten the seat harness PRIOR to ejecting to avoid this problem !