SwifterHi all:
Thought I would share some photos of another of the control wheels in my collection. Might seem like an easy question but…any ideas about the aircraft type it (probably) came out of?
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SwifterNick never heard of the Barkley-Grow T-8P. So whats the difference just the weight? I sold my Link trainer wheel some time back, remember that it was a very heavy thing! The arrow on the bottom spoke was that exclusive to the Barkley-Grow T-8P or Lockheed L10 yoke or do Links carry this symbol as well?
Darrell; I think the link yokes were made of cheap pot metal. Weight wasn’t an issue for them. And they’re quite heavy despite the rear of the spokes being hollowed out. I would guess the Barkley yokes were made of aluminum alloy or magnesium. The spokes were not hollowed out in back and they have a hard rubber coating which the Links did not have. The arrow on many of the yokes of the period was a placement reminder for pilots before the control or rudder locks were installed after engine shutdown. The Link had no controls to lock…hence no arrow.
Hava a fine weekend all!
Swifter[QUOTE=FLY.BUY;2131394]Any ideas on this one, ebay item 371044618450 . Seller states possibly Shorts Stirling bomber yoke ?
This one is definitely out of Link multi-engine trainer. Even with the hollow spokes it’s a very heavy casting. I bought one 5-6 years ago (auction only had one photo, from the front) and I thought I was likely getting a Lockheed Hudson/Lodestar or a “Barkley-Grow” wheel for a low price. Turned out to be neither. I received this 7 pound blivet in the mail ! I knew I was in trouble as soon as I picked up the box….LOL.
I’ll wager few on this board have heard of the Barkley-Grow T-8P. It was a late 1930’s Canadian twin. Appeared to be in the same league as the Beech D18 and Lockheed 10. You can see the frontal similarity in the photos below. Left is the Link. Right is Barkley.
Tony, can you post a photo of your Nordyun wheel? I’m wondering if it’s the same as the Barkley….
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SwifterI must leave ebay alone for a while. This can’t happen again.
LOL….I love that lament Ian! Sometimes it’s OK not to control our impulses. Ahhh, where would our collective collecting be without ebay….?
SwifterThanks for the information Ian….much appreciated.
Swifter[QUOTE=ian_;2129097] The pic is of a centre cap picked up on a US base in the UK (from another forum). It’s supposed to be on it’s way to the museum at Alconbury.
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Ian:
A mighty “thanks” for sharing the photo of that B47 cap. I’ve seen many of them, owned several, and that’s first (other than mine) I’ve seen with the red concentric circles painted. Was that yours? Do I infer correctly that it’s now in a museum? What was it’s specific origin in the UK? I’d be very interested in finding out if more were made. If able, can you share a photo of the backside? I’m interested in knowing if the mounting tabs were still back there. Also, was the back painted or left unpainted…can’t tell from the pic?
Nick
SwifterRocketeer & Fly.Buy….thanks very much for the information on the PTT switch.
Completed the restoration of my B47 yoke. The “look” I tried to attain was that of a nice yoke that has seen some service. Was not trying for a “new” look. The cap is not standard but it was produced by the original manufacturer. Could be a one-of-a-kind item.
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SwifterI’m looking for help identifying the aircraft the following PTT switch was used on. I’ve seen variations on the design used on various British aircraft. Looks very similar to what was used on some Nimrod variants. But this this switch is different in that it’s 2 position, PTT spring loaded to OFF, instead of 3 position.
Nick
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SwifterInteresting buttons on the end of the horns.
You’re right Ian. The upper switch is “three position”, spring loaded to center/neutral. Lower is MIC. Upper is something called “MIXED SIGNALS NTER” — spelled just like that. Not sure what that was/is…but should make for interesting bleary eyed research at 2am on some insomnia laden morning. The other interesting part of the design are the pivoting covers at the tops of the horns. They were frozen in position, so had to be very careful about freeing them up. It appears they were designed that way for ease of switch maintenance.
Nick
SwifterFinally the elusive B47 comes to light.
You got it Darrell. In 9+ years of searching out control wheels on Ebay, this only the second one I’ve seen there. And then of course there is Nick Louis’s trade offering on the APHS site.
The design of this particular yoke must have been well liked by pilots. Variations on its design theme found their way into every Boeing multi-engine military and commercial aircraft that followed….right through the 767.
Nick
SwifterLatest Acquisition
I have to say I was more than pleased to have come across this yoke in the “wee hours” of a recent morning on ebay. Contacted the seller and, surprisingly, he was also nuts enough to be surfing Ebay at 2am. Was able to work out a decent “Buy it Now” deal. These are very uncommon here in the US and even more so elsewhere. I imagine the very active UK contingent of this board will have little problem identifing it quickly…
Nick
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SwifterHerc item on ebay
This one sold for an excellent price! Would have bid it had the seller been willing to ship to the US.
Nick
SwifterA newly acquired yoke is a Lockheed Neptune P2V5 yoke, note the obvious difference between this and my other Lockheed Neptune P2V7 yoke in post 509. I’m sure our resident American yoke expert “Swifter” will help explain the reason why Lockheed changed the yoke design.
Hi there Darrell:
Responding to post #552: I’m afraid I can only hazard a guess as to why Lockheed changed it’s control wheel design. But it’s a reasonably based guess. The wheel used on the early P2V yoke had multiple usage on many Lockheed aircraft from the mid-1930s through the end of WWII….from the Model 10 Electra through the P2V Neptune series, stopping with the -5 in the early 1950s. It was an old yoke design with no internal switch wiring capability–which was becoming more crucial with increasing offensive and defensive systems capabilities. The dash5 was a hodgepodge of externally mounted/wired switches. The Connie style yoke was introduced 10 years earlier in the C69 military version of that great aircraft. It was a modern design with the ability to incorpoate multiple switches in multiple locations on the yoke, all with internal wiring and integrated more cleanly into the the yoke design. Losing the external wiring of all the previous Neptune models also reduced the potential for “open” wire issues thus enhanced the operational reliability of the systems controlled by those switches. That’s my wag folks….for what it’s worth.
Nick
SwifterHi Ian:
Nice looking grip! Gotta say, I’ve never heard of “Maybad”. The crosshatch design looks much like the Guardian Electric (B5-B8) types. In fact, even this one has some B8ish design features. Given the lack of trim switch, I suppose it might come from a copter…..??
Adams-Rite definitely manufactured the CV880/990 and early C-130 yokes. That’s the Convair-Lockheed design connection that explains their design lineage. And they both carry the aluminum Adams-Rite data plates. The Lockheed L188 Electra stalks almost look like 880 clones, but it doesn’t have the data plate. It’s a virtual certainty they’re an Adams-Rite product. Then there is the Lockheed Jetstar…a beautiful late 1950s 1st Gen business jet whose yoke (again without the data plate) looks exactly like an L188 yoke, but with the “bottom bar” missing. The early C130 yokes also didn’t have a “bar” across the bottom – nor did any C130 yokes for that matter. Then the L1011 yoke comes into play. While its a 10 year newer design, it’s a very minor stretch to see the similarity in the stalk design with the earlier yokes mentioned. But the manufacturer of the L-1011 yoke is Lear-Seigler. Hmm, I don’t know if Adams-Rite is around anymore…but if they’re not, I wonder if they were “acquired” by Lear-Seigler….
Wow!! How is that for a boring dissertation. I can imagine someone reading some of the posts dealing with the arcanery of yoke design and thinking, MAN!, these guys need to get a life…………:stupid:
Have a great week all…….
SwifterHi Ian:
The 880/990 yoke is coming along. It’s a straightforward restoration. I agree with you as to the look of this yoke design. It’s a pleasing yet functional shape. I’ve stripped away a couple of old layers of paint to find out how much of the original hard rubber finish is still there. Turns out that much of the original coating is still there. So I’m thinking seriously about not just “filling and painting” it and, instead, I may save a fair amount of the original finish and blend in any new paint. I did a similar restoration on a friend’s yoke last year and it came out fairly nicely. The two photos below show the yoke with all paint removed and only original coating remaining. See post #484 above for a “pre-strip” photo. Note the area on the outboard side of the stalk where you can see the depressions where the metal has been eaten away somewhat due to handling and persperation during its operational life. This has been filled in with epoxy…effectively creating a new coating.
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The photos below show the epoxy in place on the stalks and most of the filing and sanding done (for shaping). Next up: Application of thick paint (with a brush) over all the bare metal areas and then lightly sanding most of it off to create a uniform surface over the yoke. Then will be masking off the areas where original finish will be kept and spraying the rest. Then removal of masking and lots of light sanding and blending.
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Here’s some interesting history. If you look at the stalks of the CV880/990 yoke from the side, the shape is almost identical to several classic Lockheed aircraft, all of which had their genesis in the 1950s and 1960s. They include the L188 Electra, C-130, U-2 and even the L-1011. If you have any of these yokes (FlyBuy) check it out…you’ll see that Adams-Rite lineage.
Have a fine week all !
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