Tom Thibodeau

[Tom Thibodeau]

Gary,

The high pressure seal double seal I mentioned above is actually called an O-ring loaded U-cup seal. It is a harder rubber up with a softer O-ring inserted to push the cup against the shaft. The McMaster part number is 9505K15. I believe this is the seal that was in my flap selector and gear valves, but the harder rubber cup was extremely deteriorated (basically sediment). I went with the 8 point seal because it is the same compound as the AN/MS O-rings and provides a leakproof seal.

VR, Tom

[Tom Thibodeau]

Gary,

Here are the O-ring part numbers for each of the M200 gear and the flap actuators:

3 each AN6227B-17 (MS28775-212)
1 each AN6227B-10 (MS28775-112)

The flap and landing gear selector valve use the following seals
2 each MS2775-117
1 each 1161N52-204 [8-point seal 70 DURA Buna N from McMaster-Carr]. (They also have a reinforced high pressure double O-ring type seal, but it is a harder rubber and more difficult to install)

The AN/MS O-rings are available from Aircraft Spruce. I recommend ordering a few extra of each so you have spares in case one gets nicked or cut during installation.

The step actuator has a Beech aircraft brake cylinder part number. But I don’t recall the O-rings required for it. Access to it is best achieved by lifting the rear seat/cargo floor deck.

Hope this helps,

VR, Tom Thibodeau

[Tom Thibodeau]

Gary,
I am currently on vacation and won’t be at my hangar until Labor Day weekend. I sent Robert Whitfield a complete set of seals, so he should have the part numbers. All are common O-rings available thru Aircraft Spruce, except the internal gear handle valve and flap selector valve. I found a compatible seal at McMaster Carr that is working fine in these selectors.

I will also reach out to Jim Jones to see if he can send the numbers from our records.

VR, Tom

[Tom Thibodeau]

Ed,

I’ve been told they may be rechromed without creating any issues. Please contact Ross Warner to see about finding new old stock parts. He may be able to point you to someone who knows where to find them if you decide to go that route.

VR, Tom

[Tom Thibodeau]

Ray,

So very happy to hear the damage was minimal given your scenario. Thank you for the additional information. I’m guessing the strut extended slightly once the gear was in the well to force the tire against the bail and cause it to bind. A very unusual situation to be certain.

You did an excellent 2 wheel landing and had a great outcome. Well done!

VR, Tom

[Tom Thibodeau]

One additional tidbit…

A broken gear handle Uplock cable will be apparent because without the Uplock released, the gear UP red light will stay illuminated. Basically one red, two green would indicate the Uplock did not release on the gear indicating red. Instead of trying to find which cable to pull, raise the gear by putting the gear handle in the UP position, then pull all three cables with your left hand and use your right hand to lower the gear handle to the DOWN position. Momentarily releasing the yoke will be required, so don’t do this near the ground, but while maneuvering at a safe distance from the traffic pattern at about 100mph. If you try to pull the three backup Uplock cables with the gear handle in the DOWN position, you are trying to release the Uplock with 1000psi hydraulic pressure pushing against the Uplock hook and roller. You may end up breaking your backup cable in this scenario. Without pressure on the system (hydraulic leak), the Uplock should release easily.

VR, Tom

[Tom Thibodeau]

Ray,

So sorry to hear about your gear extension issues with 489C. As you are aware (but others may not be), your aircraft has a different gear indicating system than other M200s. 489C has a transit lights, where stock aircraft have UP (red) and DOWN (green) lights.

The Gear system of the M200 is quite simple: an engine driven hydraulic pump with a backup hand pump, and Uplock release cables attached to the gear handle, with backup Uplock release cables that may be manually pulled if the others fail.

Here are a few thoughts to help walk through an analysis of a landing gear anomaly:

If there is hydraulic pressure indicated on the pressure gage, then pumping the hand pump won’t provide any benefit as the engine driven pump will provide more pressure than the pilot can achieve with the hand pump (especially while flying). If an Uplock cable attached to the gear handle breaks (or malfunctions), then raising the gear handle (assuming hydraulic pressure is indicated) to get the weight of the gear off the Uplock, pulling the Uplock manual cables and lowering the gear (with the manual cables held in the fully pulled position), should allow the gear to drop. Air loads will not hold the mains Up (even without hydraulic pressure), but may slow the nose from dropping. A quick wing rock will lock the mains and a quick pull up should extend the nose.

If there is zero hydraulic pressure indicated on the gage when the gear handle is lifted to energize the hydraulic system, one of 3 issues may be at play; (1) bad gage, (2) the engine driven hydraulic pump has failed, (3) there is a leak in the hydraulic system and the fluid has bled out (100 psi when in bypass will bleed the system empty quickly). You can verify a leak vs engine driven pump failure by hand pumping; no pressure = no fluid, pressure = pump failure. If no pressure (seen on the gage or felt while pumping) is gained when hand pumping, then there is probably no fluid in the system. Good news is that lowering the gear handle will release the Uplocks and allow the landing gear to fall into the DOWN position. If pressure is gained by pumping, then pump the hand pump to pressurize the system. If time permits, you may pump the hand pump with the gear handle in the UP position to raise the gear off of the Uplocks prior to moving to the DOWN position, but it shouldn’t be required if the Uplock rollers are properly lubricated. Hydraulic pressure will bleed down quickly if using the hand pump, so use of flaps will require occasional pumping to keep them down (if fluid is available and pressure can be built up). Easiest to accomplish a no flap landing to a paved runway. Be cognizant that without hydraulic pressure, small bumps may cause the gear to lose over center and collapse. Be gentle and minimize gear side loads with hydraulic emergencies.

Ray, I’m curious as to what caused the main gear to get stuck in the UP position… Did a gear door cable catch on the scissor link, or did the tire catch on the sheet metal with the retracted strut?

An easy way to get some air in a collapsed start is to jack up the aircraft and add air to the strut using the strut pump (if Nitrogen isn’t readily available). By jacking the aircraft you are not trying to lift the plane’s weight while charging the strut. It won’t get you to the 700+ psi required, but it should get it off the fully bottomed position. Final pressure will be determined by length of strut extension desired. New seals will be required if it bled down, but your mechanic should be able to rebuild the strut as it is straight forward. Also, you may want to replace the bushings while the strut is off the plane.

Practicing gear emergencies during annual maintenance landing gear swings while the aircraft is on jacks is a good opportunity to witness gear transits and learn hand pumping techniques. You may need to “backhand” the pump lever to keep from scraping your knuckles on the circuit breakers. Been there, done that, have the scars…

VR, Tom

[Tom Thibodeau]

Robert,

How is the strut rebuild progressing? Need any assistance?

VR, Tom
N2919T

[Tom Thibodeau]

Ashley,

This is certainly amazing news!!! The G500 is a very capable unit and should provide years of reliable service for you and other M200 drivers. Sure would fit well into my Garmin stack …

VR, Tom
N2919T

[Tom Thibodeau]

Stefano,

Where do you visit in FL? We have several owners in the state that may be able to assist with your quest…

VR, Tom

[Tom Thibodeau]

James,

Welcome to the Meyers website. You’ll quickly discover most Meyers owners are very proud of their aircraft. These machines are members of their families, and tend to stay with their caretakers for many years. We’ve cherished N2919T for 21 years, and acquired it from a gentleman and his wife who cared for it for nearly 30 years. The aircraft are pampered and improved by each family who has the privilege of flying them, so the next caretaker will enjoy the aircraft all the more.

I went through a similar comparison process when trying to decide which aircraft suited our needs. I researched and flew Bonanzas (66 S model appeared best of the Vs), C210s (amazing load and speed capability with the turbos), and Comanches (great for load and tall people). Each type has its advantages and shortcomings.

I was introduced to the M200 by a long time Meyers OTW owner, and never looked back. After flying N2919T at a fly-in in Heber City UT, we were hooked. Not only is the aircraft fun to fly, it is a pilot’s airplane. You have to fly it, or it will fly you and you can get behind it quickly. It is sturdy, lots of power (you can get a leg cramp on takeoff), fast, and responsive. It is not exactly what I would call stable… without an autopilot, if you let go, it will roll to the heavy wing, and it tends to tail wobble due to its short wingspan and tail moment. A straight tail Bonanza or C210 is superior in stability, but both lack in performance and handling. All big bore 6 cylinder engined aircraft burn lots of gas and aren’t inexpensive to fly around the pattern (4 cyl fixed gear 2 seat Experimentals are cheaper). You’ll also want a hangar to keep the rain and mice out.

What truly sold us on the aircraft is the camaraderie and fellowship of our Meyers group. The friends we have made and the support we provide each other is like being in a tight knit military unit. Even though we are spread across the country, we are able to reach out to one another when we stumble across a unique mechanical issue not experienced previously, when in need of a part, or when discussing aircraft handling qualities. Being a small community, we enjoy learning of each other’s adventures and experiences. We hold annual gatherings, with locations voted on by members and hosted by members. And as you have seen in these threads, we are open to sharing our thoughts and experiences freely and without judgement.

I encourage you to visit Ed or me (we’re at SC01) if you can find a moment to examine the aircraft and ask questions to your heart’s content. Then you can decide for yourself if your desire to own and fly an airplane is for travel and convenience, or living a life-long experience with a rare aircraft that has fabulous performance.

Holler with questions…

VR, Tom Thibodeau
757-870-2474

[Tom Thibodeau]

Robert,
To clarify, each strut requires 3 seals as listed. If you are able to disassemble one strut, you can verify the dimensions prior to ordering.

VR, Tom

[Tom Thibodeau]

Robert,

My notes from Bill Perry show:
2ea AN6230B-4 (MS28775-226)
1ea AN6227B-30 (MS28775-327)
For all 3 gear struts.

All are available at Aircraft Spruce.

VR, Tom Thibodeau
N2919T

[Tom Thibodeau]

Welcome Doug!

As you may have noticed, we are passionate about our planes and enjoy the time we are able to put into preserving the fleet. Several have been upgraded to the IO-550, which is an amazing enhancement to the original design. Others have spent substantial resources on upgrading their avionics to make these fast cross country machines truly safe and efficient. A limited few have completed both with exceptional results.

If you find a Meyers 200 (any of the series) that You deem affordable and comfortable for your mission, by all means buy it. You won’t be disappointed. It is a pilot’s airplane, needing to be “flown” to achieve superior performance. If you are looking for a stable, hands-off, leisurely cruiser, the Meyers 200 is not your airplane. It will fly you (if you allow it to get ahead of you), and you might not like the consequences. Fuel management and landing gear concerns seem to be our most frequent issues, occasionally biting the unwitting pilot. Landing may also be a challenge at first, but once accustomed to the plane’s performance parameters, you be greasing on landings on short/soft fields as it was originally designed (big flaps and tires).

If you in the Greenville SC neighborhood, please give me a shout and I’ll be happy to show you around our plane (N2919T’s home) if we are in the area. If you are visiting Washington DC (our work home), give me a shout and I’ll be happy to discuss flying these wonderful machines as long as you are willing.

Good luck in your quest to find the perfect airplane to fulfill your desires!

VR, Tom Thibodeau
N2919T
NC26467
757.870.2474

[Tom Thibodeau]

Global made a presentation at last year’s fly-in in FL. They hired a market specialist to actively search for a buyer. Their plan was to keep all of the assets (TC, fixtures, parts, M400, and 2918T) together as a package sale. If they were not able to sell the entire package, Nin George said they would contact our Association prior to disposal of any assets. No price was mentioned, but if you have to ask …

I have heard no updates since our last event. I hope to hear an update at this year’s fly-in in Sedona AZ.

VR, Tom

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