Mark Jensen

[Mark Jensen]

Sorry to hear about your gear problem. My partner and I had a nose gear up landing which I also attributed to a problem with the strut. We bought the aircraft after an estate settlement and then had it down for about a year replacing the interior and glass. Because it sat for (?) years, it was difficult to service the strut to the proper extension. After flying for about five months, we raised the gear after take off and did not get a nose gear up indication. My partner recycled the gear and on the second try the nose gear indicated up. I think that the nose gear didn’t extend properly after take off and on the second try, it forced it’s way past the uplock. We then couldn’t get the uplock to release. I learned two things. 1. resist the temptation to recycle the gear if it indicates down. 2. If there is a problem with strut servicing or the airplane has been down for a while, have the struts evaluated carefully and over hauled if necessary.

Mark Jensen

[Mark Jensen]

Thomas,
Sorry,I haven’t been on this part of the forum lately. I will check with my mechanis next week to get that info in case you still need it.
Mark

[Mark Jensen]

Hi Dean, I am interested.

Mark Jensen

[Mark Jensen]

Hi James, I am an old F4 guy myself and I mean old. I have owned my 200D sense Sept 2001. So far I have not had a problem with parts. Many parts are common to other aircraft of that vintage and there is a source for parts that are unique to the 200s from stocks that were acumulated by an idividual who specialized in Meyers. Other parts can usually be fabricated or repaired.

I have always been pleased with the way my 200 flies. It is very stable and trims out nicely. Mine has the spring operated aileron trim which doesn’t have a lot of authority but if you keep the fuel balanced it works. I tend to have just a slight ammount of pressure on the yoke prior to my time to change fuel tanks.

I still like my Meyers. It’s a great aircraft.

Mark Jensen

[Mark Jensen]

My A&P mechanic replaced my lock with a new lock and key with no problem.

[Mark Jensen]

Mark, Sorry I didn’t see your question before. I have had to replace two caps because the rubber got old and stiff. My mechanic found replacement caps at McFarlane Aviation. He said he will get the part number when he gets back to town. The caps he found required two minor modifications. First, the metal plate on the top has a larger diameter and had to be trimed on one side to fit the left outboard tank. It fits the other tanks with out triming. Second, the cap is vented and the fuel tanks are also vented. With a full tank the negative pressure over the top of the wing will suck a small amount of fuel out through the cap causing a fuel stain. My mechanic solved that problem by taking the cap apart and pluging the vent hole with a soft rivet.

I will try to send that part number later.

Mark

[Mark Jensen]

Hi Brent,

Glad to hear your flight home went well. I am curious about Thomas’s comment on the brakes as my 200D does have differential braking.

The techniques for applying power and rudder for take off also apply to a touch and go. That seems like common sence but I had an early touch and go get my attention.

I reccomend a flapes 20 landing for gusty winds or a significant cross wind and holding 90 mph on final with added speed if necessary for gusts.

The cabinet style door latch on my 200 developed a lot of play over time which made it dificult to engage. My mechanic was able to tighten it up a bit. I also added a handle at the back of the door to use in closing the door similar to those used to assist in climbing into a truck or van. I was worried that hard pulls of the the arm rest would damage it. It seems to help also to briefly maintain the closing pressure to allow this latch to fully engage.

I hope you enjoy your Meyers.

Mark Jensen

[Mark Jensen]

Hi Bob,

I have owned and enjoyed my Meyers since September 2001. The Meyers 200 is a great airplane. Unfortunately, I am dealing with the FAA on some special issuance issues. I still have my class three medical but at age 77 I have put my aircraft, N2983T, on the market.

Concerning your questions, take off and go around take some getting used to because the high engine torque requires some heavy force on the right rudder. When you first start flying the Meyers, it is a good idea to bring the power in slowly as you gain more speed and rudder effectiveness.

I have heard that the door hinges are weak and can break if the door is caught by a strong wind. The door also can come partially open in flight if not closed properly. The top latch will not release. My original partner and I had the door partially open when we picked my aircraft up in Albuquerque after purchase. We flew it all the way to Houston with some extra wind noise. It is a good idea for the owner to take charge of closing the door. I also had the baggage door come open just after take off causing a banging noise. My mechanic replaced a sheared latch bolt with a larger size and stronger bolt.

I had a left main torque link break on landing. It didn’t create a control problem. I have flown it for more than 10 years since that happened with no recurrence but I keep spare torque links on hand.

Some owners wish for a different fuel selector and gauges for each tank. I am used to the original system and use my EDM 700 in conjunction with the gauge to keep track of fuel burn from each tank.

I have heard of preferences for Cleveland brakes but I find the Goodyear brakes to be safe and effective.

I had a problem during taxi with the failure of a screw that holds the bracket for the throttle control. I think most owners have installed a spring modification that will not allow the engine to be stuck at low power should this occur.

I had a neighbor who is 6’2″ fly with me a number of times and he had good head room and adequate leg room. I had another long legged gentleman who was 6’4″ try the airplane on. With the pilot seat full back, his knees slightly overlapped either side of the yoke. The seat back is about 4″ thick so his problem might be improved by reducing this thickness.

I have done a number of upgrades which although not required, I think contribute to safety. The biggest bill was for an up to date Nav/Com system for increased situation awareness, ADS-B, and inflight weather awareness for route and destination, I also like having a back up ADI and 406 MHz ELT. A capable autopilot is a must for some buyers and could be useful if a person is required to make an actual instrument approach. As far as everyday VFR flying, enroute IFR, and cross countries, I find the aircraft to be quite stable and easy to fly and trim out.

As for the Meyers 200s being 60 years old, They were very well and strongly built in the first place. If well maintained, I don’t think age is a problem for this nice flying aircraft.

I hope this response has been helpful. Good luck with your aircraft search.

Mark Jensen

[Mark Jensen]

Hi Doug,

I have owned my 200D sence September 2001. They are great airplanes. They are especialy good for cross county flights with good speed and the capability for long legs. I usually fly at altitudes from 7 to 9,000 MSL. My opinion is that my Meyers is very stable, it can be easily trimed hands off, and it handles turbulence very well.

I switch fuel tanks every 20 minutes so the fuel is balanced well enough for the factory aileron trim to trim out aileron pressure for wings level flight. I keep track of the fuel burned each time I change tanks. My wife doen’t appreciate engine hesitations when the fuel is exhausted in any one tank.

My partner and I looked into the 550 engine when we had ours overhauled but the engine overhaul facility convinced us that the 550 didn’t hold up as well as the 520 based on comparisons when they came in for overhauls. I understand they are basically the same engone except the 550 has a longer stroke. I imagine there are many opinions on the 520 vs the 550 and there may have been improvements in the 550 sence the time of our overhaul in 2003. Instead of the 550 we opted for performance enhancements which achieved 304 HP at 2800 RPM with our engine.

I hope you have great succes in your search for a Meyers 200.

Mark Jensen
N2983T

[Mark Jensen]

Hi Ed,
I have a lot of IFR experience with military and airline flying but it is a bigger challenge with no autopiot or flight directer. I try to avoid actual weather approaches but practice one or two approaches on nearly every flight just in case I have to make one in actual weather. I approach the FAF at 120 mph and configure gear and flaps at 1 and 1/2 to 2 miles prior. Then I fly final with flaps 20 and 110 mph. On a percision approach, I capture and follow the glide path with a pitch angle of 2 to 3 degrees nose low depending on the amount of head wind. I try to limit pitch corrections to no more than 1 to 2 degrees keeping in mind the old rule that 80 t0 90 percent of the instrument cross check should be devoted to the attitude indicator. Once on final, I also like to limit my bank for heading correction to 10 degrees or less but no more than 15 degrees. The idea is not to over control and over correct which will likely result in overshoting your desired course or glide slope. Accept some deviations rather than making large corrections. Gradual adjustments are good. If the deviations become to large, go around. Before you do any of this be well prepared through prior practice and the study of the approach itself. A non precision approach is a little easier in that you can hold 3 degrees nose low until leveling at the minimum decent altitude. Once you see the runway you can select flaps 40 or land with flaps 20.

[Mark Jensen]

I don’t think they are required.

[Mark Jensen]

I have adjusted the half turns slightly to get the pitch contlol pressure I like for take off and initial climb.

[Mark Jensen]

Prior to take off, my partner would rotate the elevator trim nob full nose down and then back eight half turns. I have recently had the elevator trim reworked and adjusted according to specks. I now rotate full nose down and then back four half turns for take off. This adjustes the gauge where it should be for take off and is a little more precise than trying to eye ball the gauge but the gauge is a worth while double check.

[Mark Jensen]

Hi Greg,

I did show my 200D to a interested person who is 6″6″ and I also fly with a neighbor who is 6″4″. neither had any problem with head or shoulder room. However, the first person had long legs which put his knees at the bottom of the yoke with the seat adjusted full back. I believe some owners have replaced their seats which, if coupled with modified seat tracks, could accomodate long legs.

Mark

[Mark Jensen]

Marv’s number is 702 334 9046.

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