Roll up on the transient ramp in a Meyers 200 and expect some attention because the chances are good that onlookers don’t know what it is.
That’s because there were only around 127 Meyers 200s produced, and there are fewer than 100 still flying. However, there remains a lot to like about this interesting classic, starting with its timeless good looks and safe construction.
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If speed is the goal, the Meyers brings it—well north of 180 knots for later models. But more interesting is the aircraft’s history. In 1935, Al Meyers began work on his first design—a biplane called the Meyers OTW (Out To Win), which earned Uncle Sam’s blessing for use in the Civilian Pilot Training Program.
Meyers then designed a two-place, retractable, low-wing taildragger called the Meyers 145. The 145 was a fast and efficient machine, achieving 145 mph on the same number of horses. Only a handful of Meyers 145s were built. But that set the stage for the four-seater Model 200, a prototype that flew in 1953. However, it wasn’t until five years later that the airplane received its type certificate, and the 200 ultimately went on to win several speed records in its class. For production, the prototype’s carbureted, 225 hp Continental O-470-M engine was replaced with Continental’s fuel-injected, 260 hp IO-470-D.
Production started with the 1959 model year and moved slowly. At the time, there were a few direct competitors around: Piper’s Comanche 250 and the Beech Debonair and Bonanza. The Meyers was considerably more expensive than either the Comanche or Debonair and cost almost as much as the V-tail Bonanza while offering less load-carrying ability. The 1959 and ’60 models were designated 200A. They had a 70-gallon fuel system, 3,000-pound gross weight and an empty weight of 1,870 pounds. Performance was on a par with the V-tail Bonanza: 170-knot cruise speeds and 1,150 fpm climb rates. A total of 11 were built.
The 200B came along in 1961 with minor changes, including a different fuel system (a mere 40 gallons standard, 80 optional) and an improved instrument panel. Empty weight went up to 1,975 pounds, though the gross remained 3,000. Some 17 B models were produced. The C model, introduced for the 1963 model year, got additional changes: a higher cabin roof, larger windshield, and better interior. Only nine C models came out of the factory.
But much more significant enhancements arrived with the 200D in 1965. The wings got flush rivets, and the IO-470-D was replaced by a Continental IO-520-A of 285 hp. The D model’s aerodynamic changes boosted the cruise speed significantly to 183 knots, while the stall (dirty) dropped to only 47 knots. Takeoff-roll and 50-foot-obstacle-clearance numbers also improved. The weight dropped a bit to 1,940 pounds empty, while the gross remained at 3,000.
The design was sold to Aero Commander (later known as Rockwell Commander), which was a solid second-tier manufacturer at the time. Production run of 69 airplanes was achieved for the 1966 model year.
Loading and Systems
No, the Meyers 200 isn’t really a load hauler, though the passenger seat and the two rear seats can be removed quickly to accommodate cargo. There’s also a large baggage hatch on the right side of the fuselage. Throughout production, gross weight remained at 3,000 pounds, with real-world equipped empty weights typically running around 2,100 pounds. Add full fuel, and you can fit only about 450 pounds of people and bags to stay legal. Ingress and egress are helped with a retractable step, complete with its own door, and a large, incongruous chrome assist grab handle jutting out from the side of the fuselage.
Looking more closely at the systems, you’ll quickly see that the Meyers is sort of unique. The landing gear and Fowler-type flaps are hydraulically actuated, and the flight controls incorporate push-pull tubes. There are two emergency gear-extension systems: a hand pump to supply hydraulic pressure and an uplock release mechanism. If the hand pump doesn’t work, the pilot releases the locks and slips the airplane, allowing aerodynamic loads to shove the gear down. There’s a switch built into the circuit that prevents the starter from turning if the massive gear handle is not in the down position.
There are no squat switches, and pilots have inadvertently retracted the gear on the ground. After takeoff, you move the gear handle to the up position, then move it back to neutral once the gear is stowed to reduce pressure in the system. If you forget, there is an annunciator light to remind you.
At the heart of the airplane’s design and reputation are welded, 4130 chrome-alloy steel tubes forming the fuselage and center section. The structure runs from the firewall to the rear fuselage bulkhead and 3 feet out into the wings, where it supports the main landing gear assemblies. The rear fuselage section is of semimonocoque design and construction.
Fuel in most Meyers 200s is carried in four fuel tanks. Each holds 20 gallons, and the total usable capacity is 74 gallons.
Though most owners have added multiple gauges by now, there’s no way to tell how much fuel is in one of the other tanks without selecting it.
Small and Tight Community
It goes without saying that you’ll want to bring a Meyers to a shop that knows the model well. Hands down the best resource when buying and owning one is the Meyers Aircraft Owners Association (www.meyersaircraft.org). Additionally, a Meyers guru that has earned lots of respect in the community is Dean Siracusa (you’ll recognize his name as the founder of the Flying Eyes Optics eyewear company) and an excellent source of type knowledge.
Siracusa, who has owned a couple of these birds, can help source (and sell) a Meyers, and he’s logged more hours in these airplanes than anyone we know. He told FLYING sister publication The Aviation Consumer that sourcing parts for the Meyers isn’t a problem because Al Meyers was all about using common components, noting that some of them for the hydraulic and fuel system, as one example, are common to familiar models like the Piper Apache and Aztec. Even the propeller spinner is the same type used on the Cessna 205.
Impressively, there have been no ADs on the airframe structure, and the ones dealing with elevator trim mods and inspection of the landing gear have likely been done on all existing planes. Of course, the engine, prop, and ignition systems are subject to the usual collection of one-time, shotgun ADs affecting other airplanes. In all, there are only 31 ADs applicable to the Meyers 200, a low figure for a 40-year-old design. Given the small number of airplanes in existence, it’s not surprising that there have been almost no service difficulties reported on the Meyers 200. As for normal upkeep, owners report that they have few if any problems getting parts for their airplanes. They say that most parts requiring regular replacement are used on many other aircraft, so there seems to be a reasonably good supply.
Flying It
It’s interesting that the Meyers 200 can work (within reason) on unimproved landing strips because the nosewheel is the same size as the main wheels—a design that makes the airplane a player for reasonably rough unimproved strips. Once off and cruising, stay ahead of it—the Meyers is a slippery, heavy bird that demands speed management.
The never-exceed speed of the 200A is 208 mph, and its maximum structural cruising speed is 165 mph. Starting with the B model, these limits were raised to 236 mph and 210 mph, respectively. The elevator trim takes some getting used to when transitioning to a Meyers. It’s a vernier control mounted just underneath the three power controls, but it’s easy to make fine trim adjustments.
You’ll notice the controls are relatively heavy, thanks both to the push-pull tubes and the short lateral throw of the yoke. Owners say that, due to a bungee arrangement in the control systems, little or no trim change is required with gear and flap extension.
Thanks to relatively high gear- and flap-extension speeds, the Meyers 200 can easily mix with faster traffic in the pattern. In the 200A, the gear can be lowered at 165 mph and the flaps at 125 mph. Gear-extension speeds for the B, C, and D models are 170 mph for normal operation or 210 mph in an emergency, though the gear doors will likely come off. The Meyers isn’t certified for spins.
Want One?
They’re rare, though not impossible to source in a strong market. But expect to pay a premium for nicely restored models—around $250,000 or more.
Meyers Accidents: Fuel System
The Aviation Consumer went back to 1964 in a search for Meyers/Aero Commander 200 series accidents. We located a total of 45—meaning that nearly half of all those built have a damage history.
We found very few fatal accidents—the combination of a roll-cage design, good restraint system, and room for occupants to flail during an impact sequence kept many accident victims alive. We also found two areas of concern.
First, there were 12 fuel-related wrecks. Most were due to the multiple tank fuel system design, giving pilots the opportunity to screw up—which they did with some regularity. A few simply ran out of gas. One found out he had water in the tanks once in flight rather than on the preflight.
The second area of concern was maintenance. There were four engine stoppages because the fuel system had not been maintained correctly or at all. In two accidents fuel line fittings were not attached correctly. In two the fuel lines themselves had deteriorated to the point that they were sluffing off pieces, which eventually clogged the lines.
Failure to properly install and secure the air filter during installation of a new engine and prop stopped the engine 300 feet up on takeoff. The pilot then stalled the airplane.
A segment of the exhaust pipe came loose from the heater muff, leading to an in-flight fire. One Meyers threw a prop blade due to fatigue cracking emanating from a poorly repaired bit of damage to the blade.
A pilot experienced what he described as severe vibration during cruise. He slowed down—which reduced vibration level—declared an emergency, and landed. After getting out of the aircraft, he noticed the left end of the elevator was hanging several inches below the horizontal stabilizer. A recent repair of “dents” in the elevator required work on the elevator and its outboard hinge. The technician performing the repair did not properly secure the hinge. It came loose during flight, leading to elevator flutter, which, fortunately, the pilot was able to reduce in magnitude by slowing down.
There were two cases of power control cables coming adrift and the engine rolling back to idle.
There were four gear collapse events caused by failure to maintain the system, including one in which the oleo strut on the right main was low and the pilot elected to depart anyway. The gear leg hung up upon retraction and wouldn’t extend on arrival, leading to a noisier than usual landing.
A pilot who disdained the superior occupant protection design of the Meyers 200 by deciding not to wear his shoulder harness paid for it with serious injuries when he got into pilot-induced oscillation (PIO) after a hard landing, ran off the runway and hit an obstruction. Not surprisingly, he jackknifed over the seat belt and hit his head on the instrument panel.
There were only two runway loss-of-control accidents, a testimony to good design for ground handling and dealing with crosswinds. Four pilots did manage to touch down hard enough to bend their airplanes. One pilot stalled his Meyers on final approach.
One pilot experienced an electrical fire in flight. He was able to land safely.
There was a surprisingly low number of “stupid pilot tricks”—three.
One pilot did the VFR into IMC schtick with the unfortunately common and tragic ending. One circled the property he was interested in buying until he hit the ground, and one topped off a buzz job over a retirement party with an attempt at a barrel roll. It was unsuccessful.
This feature first appeared in the July Issue 960 of the FLYING print edition.
