The Wrights themselves experimented with a variety of frankly scary control arrangements after their elevator-lever-and-hip-cradle arrangement in the original Flyer.
The Flyer III had three levers: the lever on the pilot's outside right turned the rudder, the one to the inside right warped the wings, and the lever on the left controlled the elevator; the first Model A was also so equipped . Wilbur found this difficult, blaming a crash in the Flyer III on it, and for the Model A they took to France he used two levers: the left hand controlled the elevator, while the right hand controlled wing-warping with a fore-and-aft motion, and the rudder with a lateral movement.
For a while, you could order a Model A with either 'Orville' or 'Wilbur' controls, though the 'Orville' system was modified to more resemble the 'Wilbur' system by creating a jointed lever, controlling the wing-warping by moving the whole assembly fore-and-aft, and rudder by moving the upper section laterally. This stick was placed between the seats, while an elevator lever was put to the left of the left seat and the right of the right seat - so if you switched seats, the handedness of the controls also switched (to be fair, that is also the case today with center-mounted throttles.)
There were undoubtedly other variants wherever experimental aircraft were built. In 1909, Baron Pierre de Caters was using a foot-operated rudder bar, and the invention of the conventional stick-and-rudder arrangement is generally credited to Esnault-Pelterie and first used by Bleriot.
Then there are helicopters: collective pitch, cyclic pitch, torque pedals, and throttle (this last often twist-grip).
Various near-space aircraft (X-15, NF104A...) were fitted with thrusters for attitude control at altitudes where aerodynamic controls are ineffective. In the case of the NF104A (an F104 with a rocket motor added), control was through a separate 'stick' :
Shaped like a pump handle of a yard spray tank, the RCS controller was
rotated in the desired roll direction, pushed left and right for
corresponding yaw and raised to nose up for increased alpha or down to
lower it. Any and all command combinations were possible.
The rate of rotation around an axis was a function of how long the thruster had been activated, and continued after the control was centered, giving a very different feel than aerodynamic controls. It was not anticipated that the shut-down jet engine would continue to spin for some time in the very thin air, and would cause gyroscopic precession when the aircraft was rotated in pitch and yaw. To add to these difficulties, the thruster controller had been miswired for the first high-altitude flight, which nevertheless was flown successfully.