Hi Brent, welcome to the family. A family that rarely sells their airplane – once you get a Meyers, you won’t want to go back! BTW, which one did you acquire?
That is very well written advice given by Ed Pulliam, and covers most everything that you’ll encounter. I will add a couple points here that either bit me or was mentioned to me by others. I’ll add that there may be many things I still haven’t learned and there are definitely more experienced Meyers pilots around, so if I say something ludicrous, I am hoping the Gurus will correct my guidances.
1) The airplane is fast! Many think that’s due to a high speed critical wing and therefore must watch lower airspeeds carefully and use higher speeds on final to avoid the scary sink rate that Ed mentioned. What you’ll find is that the plane can get very slow as well, with Fowler flaps allowing me slow flight near 50 IAS. Knowing that, calculations say that I could use approach speed of 65-70 IAS. Don’t do that, but realize that it will fly at a much slower speed than you should approach at. Ed’s recommended approach at 90 is good advice, and can’t go wrong while you learn the plane. I had been advised to keep speeds of 90-100, and spent lots of time hopping and skipping along the runway. I later realized the slow speed capability and lowered my speeds and started making great landings. But interpreting the gross weight, DA and other stuff to think about getting that speed back to 70ish for flaring might be your aim. The real “must” is keeping some power applied, that avoids the sinker that catches those unaware.
2) We’re fast in part because the engine is not offset like others and pulls straight ahead. With that, and 285 HP or more up front, you must tame the power application at slow speeds and be prepared for a good sustained stomp on that right rudder. Using reasonable throttle application at takeoff maintains rudder control, just don’t jam that throttle or you may wind up heading toward the fence! ALso, in slow flight your right leg will get a major workout. You can tell a Meyers owner by how much bigger their right legs are than their left.
3) The entry door can be finicky. Make sure to get it closed properly and fully for each takeoff. If it pops loose in flight it can be a major issue, and if not closed properly may over time give you lots of troubles.
4) Ed mentioned using only the Main inboard tanks for t/o and ldgs. Definitely. I always select my aux outboard tanks as soon as I get safely airborne to use them up right away. I did lose my engine while landing with the left outboard tank selected. A bit embarrassing having a stopped prop while rolling out on the runway.
I hope this helps. It is a Joy of an airplane to own and cruise around in. In most cases, you will be suddenly the airport’s most popular visitor. I am envious of your upcoming enlightenment. Keep us posted on what you’re up to, and best of luck with your new plane.