Donald Shipp

[Donald Shipp]

Mr. Jones,

Thank you for the guidance in June. At this point, I have given dozens of rides, and I am gaining some level of competency concerning crosswind landings. I still don’t know an absolute personal crosswind limitation, but that is probably a good thing. I continue to fly it on days with a safety margin.

I have had occasions where it needed a little help with differential braking to keep it straight. As I am sure you are aware, the brake design is very different than a modern style. The feel is very different, and our right brake is very grabby on initial flights on a given day. Once it gets worked in a little bit, it settles down.

Do you have an opinion concerning how often the brakes should be inspected, or perhaps when new bands should be installed? Are there any tips concerning making them function as well as possible? I think I understand all of it’s flight characteristics, but the brakes are unusual for me. In reference to your earlier comment, I have run into some days where it was challenging to taxi in a crosswind. I had a very happy kid in the airplane that greatly appreciated the ride.

If you see my first thread, you will notice that this airplane was damaged previously by a former partner. A local woodworker helped my Dad manufacture ribs for the left wing. They did a beautiful job making jigs, and recreating ribs. The FAA was impressed. I had the pleasure of giving that woodworker, who is now 92, a ride in the Meyers last night. He had a great time.

Thank you for your help as I progress in this airplane. It has brought great joy to many riders. Planes are meant to be flown.

[Donald Shipp]

Mr. Jones,

Thank you so much! Any information is appreciated. I have never bent an airplane, and I hope that I never do. This airplane was previously owned by the now deceased Tom Doherty for 50 years who was my first flight instructor. Tom was in WWII, Korea, and Viet Nam. He flew P-51s out of St. Paul, MN for 1,000s of hours, and he once told me that he went to helicopter school just a couple of classes separated from Charles Lindgergh. I was honored to give Tom a bi-annual when he was very advanced in age, and he casually mentioned that “Charles Lindbergh was a pretty good guy”. My jaw just about dropped open. I signed Tom off on his bi-annual. I now have a CFI policy whereby if you went to Army Air Corps school with Charles Lindbergh, I have to pass you on your bi-annual.

I flew the number 80 Meyers OTW two evenings ago on pavement for the first time. Five takeoffs and landing with no issues. I am very humble with this airplane, and I consider myself a student pilot in it. I will gradually work up to a greater crosswind from light and variable. I am very cognizant of the fact that I need to maintain straight tracking, as I get the feeling that if it gets too far gone, it will keep going.

When I land it, it seems a little difficult to achieve a three point landing. Not saying that there is necessarily an advantage in doing so. I have been landing with the tail a little low, maintaining tracking, and gradually lower the tail wheel to the ground. Is this a reasonable approach, or should I be in pursuit of a full stall landing?

Any additional input is greatly appreciated from any person. As I said, I am very humble with this airplane. My 81 year old dad checked me out in this airplane, but I have really flown it very little. At this point I am probably the most qualified to fly it at the Airport, and I have few people to turn to for instruction. I will keep practicing. It is a great privilege to fly this airplane and to share it with others. Thank you for sharing.

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