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    Aviation history; Flying; Muscle cars; cycling

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  1. Airpower" and "Wings" began publishing in August, 1970 and alternated with each other bi-monthly. Lots of examples for sale on Ebay, typically in the range of $4-$15/issue. It's likely much the same for the other other periodicals you mention. Many of the issues languish for a long time....IE: Demand is not high.
  2. Ahh....nothing like getting into the nitty-gritty. I suspect it wasn't and isn't uncommon for a crew chief to authorize/make minor changes to something like switch labeling if the function of a given switch changes. I too agree with Steindaddie--making non-critical configuration changes to existing parts inventory doesn't make sense if benefits don't bear the costs.
  3. Been awhile since I’ve posted new control wheel information. Time to rectify that by profiling the control wheel used in the Curtiss C-46 “Commando”. It’s another wheel produced by AHR (American Hard Rubber) – model No. 53. This same AHR Model number was also applied to the control wheel designs used in at least two different Lockheed aircraft, the Ventura and the early P2V Neptunes. Three different aircraft with three different wheel designs all with the same model number. Weird. While a C-46 wheel looks like a large version of a Douglas C-47 (DC-3) wheel the latter has no AHR manufacturer’s mark as the C-46 has on back of the lower spoke. Both wheels have a vertically oriented double Woodruff-key mounting. And both were of very simple design—no integral switches installed anywhere. The photo with two wheels shows the 16 inch diameter C-46 below and 13.5 inch diameter C-47 wheel above.
  4. Hello Will: Thanks for chiming in. The comments of both you and Bobatl are entirely sensible. Thirty-five to forty years ago I was a flight test engineer for McDonnell during full scale development and testing of the F/A-18. Making decisions on TCTO compliance (and EO incorporation) near the end of the development program and bailment period was interesting. Nick
  5. Hi Blaze1: I need to check this site more often than I have been lately. Yes, if you have a digital version of the C-5 "Dash 1" and are offering to send it to me that would be great. Please respond here and I'll send you a PM with my email address.
  6. Some nice shots Steindaddie. More trivia: The takeoff shot is of the jet taking off on runway 30 - Lambert Field, St. Louis. The building in the background is the old McDonnell HQ building (also known as Building 1) on the south side of Banshee Rd., and in which I was located when when I started working for the company in 1978. By then the corporate offices had moved out of the building - McDonnell built a newer more modern HQ building around 1970 next to the Astronautics campus.
  7. Little known bit of trivia--the USAF version of the Phantom II was originally called the F-110. It too is a century series jet.
  8. Having watched them, I know the Kentucky ANG was flying RF-101s as late as 1975 or 76. The Illinois guard still had those F-84Fs as late as 1969 or 70. And it was fun watching the Missouri ANG wing based at Lambert Field in St. Louis as they were converting from F-100s to F-4 Phantoms in the 1978-79 time frame. I have some good 35mm photos of the latter.
  9. Hi Derek: Congrats on picking up your first control wheel of what might be the start of a collection. I've always liked the compact design of the Grumman S-2 wheel, which quickly gives away that the plane had boosted controls. These wheels are fairly readily available....but stand-alone switches won't be easy to come by. Ebay is as good a potential source as any, for running "canned" searches periodically for what you're trying to find. The most difficult switch to find will likely be the "coolie hat" trim switch. S-2 wheels can still be found in the market with all or most switches and block-off caps in place. While they're not the best quality, I've attached a couple of pics of the S-2 wheel in my collection. I have photos of several S-2 wheels. None have part numbers cast into the back including mine.
  10. Love those takeoffs on vintage paint schemes, especially on the F-15. Like the P-51 and F-86, the "look" of the F-15 airframe is just "right"....aerodynamic perfection. Add a great paint scheme and it doesn't get much better.
  11. Hi Kat: Carl Scholl and Tony Ritzman operate "Aero Trader", a company that specializes in rebuilding and building B-25s....including authentic restorations. To do the latter they've built up quite a reference library. They might be able to help you or point you in the right direction.
  12. Awful situation. When I flew in their B-24 a few years back I was impressed by the high level of professionalism demonstrated by the Collings folks. This may have significant impact on future warbird operations. Now we'll have to await the NTSB report/findings.
  13. Bobatl: Thanks for tying in on what the "dash 1" said relative to what was done with TCTOs to figure out what drawing revisions were needed as different models of an aircraft were introduced over time. Agreed too--unnecessary configuration changes were avoided. Helps logistics, lowers cost. And it's not difficult to "inop" a switch or, if needed, change it's function and relabel.
  14. My pleasure Dave. For others who have an interest--The aluminum cap is acid-etched such that the totem logo is in raised relief. The designs in the center inserts of the three lower caps are all engraved.
  15. Dave: Decided to respond to your question comprehensively. Two different caps were used on the B-17F (one aluminum and one galvanized steel) and three (possibly four) different plastic 2-piece caps were used B-17G models. None of the caps were made of Bakelite. Most of the comments that follow apply to the plastic caps used on the B-17 as well as similar caps used on the B-29, B-50 and C/KC-97’s produced from WWII through about 1955. These caps were originally made with a black plastic base with Boeing part number 6-14657 in raised relief on back. A separate, clear plastic insert that was (usually) engraved, was pressed into the base. With the exception of the Boeing totem cap (which was not engraved), the engraved designs were painted silver as was a ring around the outer edge of the insert. After that, the backside of the insert was painted black (sometimes flat black…sometimes semi-gloss) and pressed into the base. For the Boeing totem cap the totem logo was either screen painted in silver, or a silver decal was applied to the backside of the insert. It’s difficult to tell which of these was done. After application the backside was painted black and pressed into the base. One good way to tell if a plastic B-17 cap is original, is the coloration of the center plastic insert. The kind of plastic used 75 years ago turned yellow over time when exposed to light and the elements, as most of these caps were. That makes the original silver paint appear to look like it has a gold hue. The more yellowed the plastic insert is, the stronger the gold hue of the engraved markings. Reproduction caps will have no trace of this, the engraved markings look like they’re silver. Also, specific to the B-17, the repop caps I’ve seen do not have the Boeing part number in raised relief on back. Another way to tell if a cap is real is its condition. Real ones are 65-75 years old and are often beat up and scratched up. Also, certain B-17 caps have not been reproduced—to my knowledge. Specifically, the Lockheed and Douglas caps applied to B-17s produced under license by those two companies. So if you find a Boeing cap with a Lockheed or Douglas logo in the upper left corner, it’s a decent bet that you have the genuine item. In the photo of B-17 caps, the galvanized steel version is missing. The plastic Boeing totem (also called the Boeing “Bug”) cap may not have been used during WWII in B-17s….or B-29s for that matter. The jury is still out on that one. Note: In recent years some very nicely executed reproductions of certain Boeing caps have been produced.
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