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Meyers 145
- J.K. Caldwell
- 43 minutes ago
- 5 min read
(Meyers Aircraft Part 2 of 3)
First Impressions: The Meyers 145 is a fashionable plane. With its wide stance landing gear, sleek design and cabin that looks like a hard top Volkswagen Karmann Ghia, this airplane is meant to impress.
Background: Following the success of the Meyers OTW (February 2025 issue of “Sport Aviation”), Al Meyers determined that his next design would be a two-seat cabin monoplane. He developed the MAC-145, following two MAC-125 prototypes. Production began in 1947 and continued in an era when many small aircraft companies overextended their production in an unsustainable market, which often led to bankruptcy. Meyers wisely adopted a cautious approach. He only built a MAC-145 upon receipt of an order. This strategy resulted in low production numbers (only 20 MAC-145s were built from 1947 to 1955, plus the two MAC-125 prototypes), but it kept the Meyers Aircraft Company financially stable when many small aircraft companies went under. Since each MAC-145 was built to order, each aircraft was unique (which sometimes makes for some challenging maintenance). Al Meyers also diversified his businesses by building aluminum sidecars for Vespa and Allstate scooters (purchasable in Sears catalogues) and aluminum boats from the Meyers Boat Company, all in Tecumseh, Michigan.
Dan Kundig, an executive chef (and an excellent one at that), is the second-generation owner of a 1953 MAC-145, acquired by his late father, Konrad J.A. Kundig, in 1989. Although most MAC-145s had yokes, Dan’s unique plane has dual sticks, dual brakes, flush wing rivets and a dorsal fairing for additional directional stability.
Design Characteristics: To continue the airplane/car analogy, the MAC-145 is a sporty, streamlined, two-door coupe. No one can ever accuse Al Meyers of “under designing” an airplane and thus far there are no Meyers 145 airframe ADs. This all-metal monoplane has a 4130-steel cage center wing section and provides a very safe cage for the occupants. Ailerons and elevator are push-rod controlled. Both the rudder and flaps are cable actuated (flaps are manually actuated with a Johnson bar with three settings from 15˚ through 45˚). Visibility is excellent in all quadrants.
Powerplant: Because the first two prototypes of this aircraft were powered by 125-horsepower Continental C-125s, they were dubbed Meyers 125s. It did not take long to realize additional horsepower was needed, so the Continental C-145 was adopted into the production of all twenty Meyers 145 aircraft. There are two inboard main tanks (16 gal. each) and two outboard auxiliary tanks (8.5 gal. each) holding a total of 49 gallons. The engine feeds from two floorboard fuel valves (main and aux), so it is important to carefully monitor which tank is in use. Unless you have very long arms, you will need to loosen a shoulder harness to reach the forward (main) fuel selector valve.
Takeoff: An interesting feature is the hard-stop mechanism for the elevator and rudder when the gear and flaps are retracted. The rudder is restricted with the landing gear retracted and the elevator is restricted when the flaps are fully up. After Al Meyers had to parachute out of the first prototype when he entered an unrecoverable spin (thankfully only with a broken ankle), he added the hard-stop mechanisms to make the MAC-145 spin resistant. These mechanisms also help prevent "twitchiness" during cruise and require minimal rudder input for coordinated maneuvering during flight. Incidentally, the robust steel frame center section from the first prototype crash was fixed and used to build the second prototype.
Because of the elevator-limiting hard stops, flaps are set at 15 degrees (one notch) to enable full elevator authority. Directional control on the ground was improved from the early prototypes by lengthening the tailwheel strut, giving it a flatter takeoff and landing attitude. Performing a takeoff in the three-point attitude is a legitimate technique that can enhance control in crosswind conditions.
Overpowered, the MAC-145 is not. Takeoff requires some finesse and patience . . . and a decent amount of runway. Once the Meyers has decided to part ways with the surface, maintain the liftoff attitude and allow the aircraft to accelerate. Retracting the landing gear requires some manual labor, so first fly the airplane safely away from the ground. When ready to retract, reach down to pull up the center chromed lever in the middle of the floorboard. This actuation will unlock the gear and turn a valve, redirecting hydraulic fluid to allow for retraction. Next, grab the left lever and start pumping. Don’t be alarmed if you see a MAC-145 oscillate up and down after takeoff – it’s just the pilot pumping the gear up! Approximately 13 pumps will fully retract the main landing gear, which can visually verified through silver dollar-sized windows at the outboard ankle level of both pilot and passenger. Verification is made when no daylight can be seen where the wheels should be. The extra-long tailwheel does not retract. The trim on the MAC-145 is operated via a vernier-style knob on the dashboard, which may initially confuse pilots as it resembles a propeller control. It is quite sensitive, and a quarter turn is likely too much for most elevator trimming.
Flight Characteristics: In flight, the Meyers 145 cuts a unique silhouette. Its retracted main gear and extended tailwheel gear giving it a wasp-like profile, complete with a stinger-like tail. Even with the gear retracted, the typical (3,000’) cruise speed is only about 110-115 knots while burning around 8.5 gallons per hour. It is hard to deny that additional horsepower would enhance the MAC-145, yet it still remains a delight to fly. In 2000, the Seminole Tribe acquired the MAC-145 type certificate and established the Micco Aircraft Company. They overhauled the airframe, updated the wings and tail design, and increased engine power, creating both the Micco SP20 (200 horsepower) and the SP26 (260 horsepower). Power off stalls occur at 45-47 knots with full flaps and 50-52 knots without flaps. The warnings are abundant and include airframe buffeting. At stall, the tapered wings produce a healthy amount of wing drop but reducing AOA will instantly result in a flying airplane again.
Landing: After decelerating below 100 knots, lower the landing gear lever to release the uplocks, allowing the gear to free-fall into position. Then, use the hydraulic hand pump to build pressure, securing the gear in the extended position with the over-center lock engaged. Verification that the main wheels are down and locked has multiple means of confirmation: (1) two green lights on the instrument panel, (2) visually - through plexiglass windows on top of the wings, (3) visually - through small plexiglass windows at the outboard ankles of both pilot and passenger, (4) mechanical pins, and (5) a warning horn that sounds if the gear isn’t down and the power is retarded.
Emergency landing gear extension involves pulling back on a pin for each main landing gear on the outboard cabin walls, which will release the uplocks and allow them to fall into place. Verify the gear is down and add flaps as desired. An approach speed of about 60 knots allows ample time to ease down for a wheel or three-point landing. The air-oil struts and wide stance gear will allow a little excess sink rate to go relatively unpunished. Thanks to the extended tailwheel, when it is on the ground, there is still good visibility over the nose. If you are on a narrow taxiway, one nice feature is the ability to look through the plexiglass window on the wing to see how close your wheels are to the edge.
Wrap-up: The sleek Meyers 145 turns heads with its striking design. Although it may not be as fast as its appearance suggests, it’s a true pilot’s plane. If you crave stylish flight, relish the challenge of a taildragger, and admire a finely built aircraft, then hunt for a MAC-145 - though they’re rare!
Stay tuned for part 3 of the “Meyers Aircraft Trilogy”, which will feature the MAC-145’s bigger sibling, the Meyers 200!