There’s something about the Meyers 200 that is hauntingly familiar. It doesnt look like a 40-year-old factory airplane; rather, its more like a current homebuilt with that sleek bubble cabin… kind of like a Lancair IV. Thats not surprising, given the following bit of aviation trivia that one of our readers sent in: Lance Neibauer, designer of the Lancairs, is evidently the nephew of the late Ray Betzold, who along with Al Meyers and Pard Diver brought the Meyers 200 into existence. Neibauer was exposed to that sleek shape early on.
While it may resemble a modern composite homebuilt in its looks, the Meyers is definitely a product of the late 1950s. Construction consists of aluminum shells over massive tubular frames, with hydraulic systems. In terms of performance, the Meyers can keep up with or outperform just about anything in its class, even the current composite homebuilt speedsters. The only real drawback is a very low useful load.
The construction technique gives the airframe enormous strength. Meyers devotees note that the airplanes bridge-like center section required no beef-up when the 200 was transformed into a 300-knot turboprop.
The real beauty of the Meyers, though, is in its quality. It is a very well-made airplane, with few ADs applicable to it overall (none at all on the airframe, only two on Meyers-specific systems) and almost no service difficulty history.
Judging from the feedback we got, the owners of this rare airplane are utterly ecstatic about it, displaying deep involvement and pride. They clearly think its the best retractable ever built, and are not shy about saying so.
History
The 200 was Allen H. Meyerss third design. At the age of 28, after working at the Glenn Martin, Chance Vought and Stinson factories, Meyers had set up his own shop in Tecumseh, Michigan. The shop was an aircraft design and manufacturing facility, an FBO and, later, a boat-building yard.
On his own in 1935, he began work on his first design: a biplane called the Meyers OTW (Out To Win), which earned Uncle Sams blessing for use in the Civilian Pilot Training program.
When the program ended, the Meyers Aircraft Co. made ends meet by building such things as aluminum boats, tops for Jeeps and galleys for cargo ships. During this time, Al Meyers designed a two-place, retractable-gear, low-wing airplane called the Meyers 145.
The 145 was a fast and efficient machine, achieving 145 MPH on the same number of horsepower. Only a handful of Meyers 145s were built, and the design eventually was modified into a four-seater, the 200. The 145 has been reincarnated as the Micco SP20 and SP26 and new aircraft have been rolling off the Micco production line in Fort Pierce, Fla., since early 2000.
The prototype Meyers 200 flew in 1953, but it wasnt until five years later that the airplane received its type certificate. For production, the prototypes carbureted, 225-HP Continental O-470-M engine was replaced with a fuel-injected, 260-HP IO-470-D.
Production started with the 1959 model year, and moved very slowly. At the time, there were a few direct competitors around: Pipers Comanche 250, and the Beech Debonair and Bonanza. The Meyers was considerably more expensive than either the Comanche or the Debonair, and cost almost as much as the V-tail Bonanza while offering less load-carrying ability.
Further, the Beech was we’ll established in the marketplace, with a big factory to support it. Meyers small shop turned out a mere five airplanes in the first year, compared to Beechs production of more than 400 K35 Bonanzas. Production continued at a trickle for years: six airplanes in 1960, seven in 1961, ten in 1962, three in 1963, six in 1964 and six in 1965. These production figures are what one would expect to see today: At the time, the Big Three were pumping out thousands of airplanes a year. The 1959 and 1960 models were designated 200A. They had a 70-gallon fuel system, 3000-pound gross weight and an empty weight of 1,870 pounds. Performance was impressive, and on a par with the V-tail Bonanza with 170-knot cruise speeds and 1,150 FPM climb rates. A total of 11 were built.
1961 brought the 200B, which incorporated 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 in the form of a higher cabin roof, larger windshield and better interior. Only nine C models came out of the factory. 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 280 HP. The D models 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, too, to 1,940 pounds empty. Gross remained 3,000 pounds. Six were built in that year, according to the Aircraft Bluebook.
By the end of the year, Meyers was in financial trouble. The design was sold to Aero Commander (later known as Rockwell Commander), which was a solid second-tier manufacturer at the time. Production was moved to Albany, Georgia to take advantage of lower labor costs, and an unprecedented, though still small, production run of 69 airplanes was achieved for the 1966 model year. Aero Commander also developed a six-seat, swept-tail E model and flew a prototype.
1967 saw the production of another 20 D models, but the design was clearly a losing proposition and Aero Commander abandoned it when Aero Commander merged with its parent company, Rockwell-Standard. In all, only 135 Meyers 200s were produced, and fewer than 100 are still flying.
Legend has it that Aero Commander spent $4 million building $3 million worth of airplanes. When the decision was made to cease production, the rights to the airplane were acquired by Interceptor Corporation, which certified a turboprop version, the Interceptor 400.
More recently, several attempts have been made to resurrect the design. A 1992 effort flopped completely. A few years later, Meyers Aircraft Inc. decided to try again and even leased a manufacturing plant Ash Flat, Ark., in 2000, but no aircraft had appeared a year later. The 1990s saw several attempts to revive a moribund general aviation industry, including proposed updates of the Swift and Comanche by Piper, and the actual reintroduction of a few designs like the American General Tiger. But the time wasnt right, and these projects fell by the wayside.
The Interceptor
A turboprop version called the Interceptor 400 received a type certificate in 1971, but only two of them were built. One survived two accidents-a ditching off the coast of California after the fuel pump cavitated, causing the engine to flame out, and a crash into trees on short final after another flameout caused by fuel unporting-only to be destroyed in a hangar fire. (No one was hurt in the accidents.)
The Interceptor cruises at more than 300 knots (345 MPH) while burning 240 pounds of Jet-A per hour. Rate of climb is 2,000 FPM from sea level to 24,000 feet. The Interceptor was designed by a group of former Aero Commander engineers headed by Don Long, who had a hand in designing the Jet Commander. Thicker fuselage skins were used to allow pressurization of the fuselage to 3.0 psi, providing a 13,000-foot cabin at 24,000 feet.
During the conversion, the wings and rear fuselage were substantially modified, and a new vertical tail and rudder were incorporated. The tubular center section, however, required no modification. The Interceptor, which is powered by a Garrett TPE engine, flat-rated to 400 HP, was certified at a gross weight of 4,050 pounds.
Marketplace, then and now
Exactly why the 200 failed in the marketplace is open to debate; poor marketing, bad timing and high costs may have had something to do with it, but the bottom line is that the competition had an advantage. While the 200s performance is equal to or better than its contemporaries, and its construction is impressive, it does suffer from one glaring flaw: Lack of payload.
While precious few single-engine airplanes will let you fill all the seats and all the tanks at the same time, the Meyers comes up shorter than most. A typical four-place single is usually a three-place when fuel and baggage are added; the Meyers is a two-placer.
Put yourself in the shoes of a new-airplane buyer in 1966: You could go for a Meyers 200D, pay $29,500, and have a 3,000-pound gross weight airplane capable of cruising at more than 180 knots. Or you could buy a 3300-pound gross weight Beech C33A Debonair, save $1,500, and be able to carry 465 more pounds of payload while sacrificing only nine knots of cruise speed. Enough buyers opted for more capacity at less cost that the Meyers just plain didnt sell. Today, the Meyers fetches quite a bit less than comparable-vintage Debonairs, Bonanzas and Comanches, and is on a par with the Cessna 210 according to the Bluebook. However, like any rare vintage airplane, a significantpercentage of the remaining Meyers have been painstakingly restored and could easily fetch much higher prices. Our readers estimate that the real-world average value is higher than that quoted in the price guide, more on the order of $65,000-to-$75,000.
Design and construction
The Meyers 200 was very labor-intensive to build. Paul Whetstone, the man behind the 1992 attempt to resurrect the design, said that it takes 800 more man-hours to build a Meyers than to complete one of its competitors. Many observers contend that Al Meyers never intended the airplane to be mass-produced, which could explain Aero Commanders lack of success.
Meyers was in the FBO business, recalled one observer. When there were no orders for a 200, they pulled the little jigs and fixtures up into the rafters to free up some floor space for repairs.
At the heart of the airplanes design and reputation are welded, 4130 chrome-alloy steel tubes that form the fuselage and center section. The structure runs from the firewall to the rear fuselage bulkhead and three feet out into the wings, where it supports the main landing gear assemblies. The rear fuselage section is of semi-monocoque design and construction.
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 doesnt work, the pilot releases the locks and slips the airplane, allowing aerodynamic loads to shove the gear down.
The gear system is rather unusual. Aside from the desirable trait of multiple emergency backup systems, 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 (though there are no squat switches, and pilots have inadvertently retracted the gear on the ground). After takeoff, the handle is moved to the up position, then must be moved back to neutral once the gear is stowed to reduce pressure in the system (there is a warning light to keep the pilot from forgetting).
The nose wheel is the same size as the main wheels, a feature that makes rough-field operations practical, should the owner wish to subject his rare bird to the vagaries of an unpaved surface.
The elevator trim is also different. Its a vernier control mounted just underneath the three power controls. Strictly speaking, this is not good ergonomics-it could possibly be mistaken for one of the engine controls-but in practice its not a problem, once the pilot gets used to it. The good news is that its easy to make fine adjustments to the trim.
Fuel in most 200s is carried in two main tanks and two auxiliaries. Each holds 20 gallons of fuel, and total usable capacity is 74 gallons. The management system leaves something to be desired, in our opinion: There’s only one fuel gauge, and it only reads the tank in use.
There’s no way to tell how much fuel is in one of the other tanks without actually selecting it. The gauge is located on a sub-panel at the pilots knee, next to the selector. We understand there’s a fuel monitor system available for retrofit that eliminates this shortcoming.
Overall, the panel layout is excellent, with plenty of room and a fairly standard instrument arrangement: certainly better than many airplanes of similar vintage, though not as developed and standardized as todays production aircraft. In-flight visibility is just about as good as it gets.
There’s a retractable step, complete with its own door, and a large, incongruous chrome assist handle jutting out from the side of the fuselage to aid in climbing aboard.
The passenger seat and the two rear seats were designed to be removed quickly to accommodate cargo. There’s also a large baggage hatch on the right side of the fuselage. But the airplane cannot haul much-legally, that is.
Loading
Throughout production of the relatively heavy airplane, gross weight remained at 3,000 pounds. With real-world equipped empty weights typically tipping the scales at about 2,100 pounds, useful load is a mere 900 pounds. Add full fuel, and you can fit only about 450 pounds of people and baggage into the airplane and remain within certified weight and balance limits.
As one owner commented, the four-place Meyers 200 really is a legal two-place airplane. Although Aero Commander completed testing to raise the gross weight to 3,350 pounds, the paperwork was never submitted to the FAA for approval. If this were approved, it would allow the aircraft to be topped with fuel and still carry a full passenger load and baggage.
The airplane appears we’ll able to handle the load. There are many stories of Meyers being operated (illegally) at the higher weight with no problems.
Performance
The airplanes forte, of course, is speed. Maximum cruise speed of the original models is 170 knots-as fast as the V-tail Bonanzas produced during the same period, and nearly 10 knots faster than contemporary Cessna 210s. Contributing to this is the low-wetted-area fuselage.
With its bigger engine and flush-riveted wings, the 200D is even faster: 183 knots at max cruise. This is a bit faster than S- and V-35 Bonanzas and a whole lot (10 knots) faster than D- through G-model 210s. 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. Thanks to relatively high gear- and flap-extension speeds, the slippery airplane can be slowed quickly to mix with 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 get ripped off at that speed.
At the other end of the speed spectrum, stall of the D model is a remarkably low 47 knots thanks to the Fowler flaps, with the earlier models a few knots higher. As with many airplanes in this class, proper power and speed management are needed during approach to avoid excessive sink rates.
Stalls are reported to be relatively benign for a high-performance retractable. The airplane is not certified for spins, though there is anecdotal evidence that it is capable of self-recovery after one turn.
The controls are relatively heavy, thanks both to the push-pull tubes and to the short lateral throw of the yoke. Owners say that, due to a bungee arrangement in the control systems, little or no trim changes are required when the gear and flaps are extended.
Owners report that the airplane generally is easy to fly. But newcomers, especially those with little experience in heavy, high-performance singles, should get a thorough checkout by an instructor who knows the airplane. On takeoff and climb, there is quite a bit of torque to contend with, due to the airplanes design. Al Meyers chose not to offset the engine or horizontal stabilizer to lessen low-speed, high-power torque effects. As a result, almost full right rudder is needed on takeoff and initial climb. This is exacerbated by the fact that the airplane does not have a rudder trim.
Maintenance
By all accounts, the workmanship displayed in the airframe is outstanding. Owners comment repeatedly on the quality of construction.
There have been no ADs on the airframe structure. The only two Meyers 200-specific ADs are very old, one-time directives dealing with systems: 66-28-1 called for modification of the elevator trim, and 67-23-1 mandated inspection of the landing gear rigging. Its safe to say that there are no instances of non-compliance with these directives.
A few ADs have targeted the prop, none repetitive. Three ADs on McCauley props have required replacement of their attach bolts and inspection of their blades and hubs for cracks. The Hartzell props have drawn two directives. One required blade replacement; the other, issued in 1985, called for replacement of blade clamps. A 1991 directive called for replacement of certain defective parts.
The engine and ignition systems are subject to the usual collection of one-time, shotgun ADs. There are only three directives that might involve repetitive inspections: 77-13-22 calls for repetitive inspection of the crankcase for cracks on IO-520s; 86-13-4 mandates pressure checks of IO-520 cylinders each 50 hours until replacement; and 96-12-22 requires repetitive inspections of the oil filter assembly.
In all, there are only 31 ADs applicable to the Meyers 200. Thats a very low figure for a 40-year-old design, and a tribute to its design and construction. Given the small number of airplanes in existence, its not at all surprising that there have been almost no service difficulties reported on the Meyers 200. One of note indicated cracks found on the rudder spar near the upper hinge attach point.
An improved rudder hinge kit is available on the aftermarket to address this. Past examinations of the record pointed up a couple of nose gear maintenance discrepancies. A broken nosewheel horn in a Meyers 200A prevented the wheel from extending fully; and a broken cable in a 200D allowed the gear to cock and jam in the wheel well.
There were also two SDRs on frayed rudder cables found in 200Ds. One of the good things about the Meyers 200 from an owners standpoint is the fact that the airplane was built using a lot of off the shelf components. 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 is a good supply.
According to owners, the Meyers 200 is not a maintenance-intensive airplane. However, they did reveal two potential sources of grief. One is the cabin door. It is constructed of aluminum and fiberglass and does not hold up we’ll to use and abuse. Most owners say their doors do not fit properly anymore, and leaking air creates quite a racket. Many have had their doors pop open in flight. Tecumseh Aircraft (the old Meyers factory) can rework the door to improve it, however.
Landing gear bushings are another problem. Each airplane has about 52 of them, and they require regular replacement. One owner said he has had to replace his bushings every 250 hours.
Like any airplane this age, deterioration of plastic components is a problem. In the Meyers, there isn’t much of it, and its found mostly in the seats. However, fiberglass replacements are available.
One owner also noted that the fuel tanks are relatively flimsy, and says that removal for rewelding should be expected every 20 years or so.
Buyer checkpoints
There are probably three good reasons for buying a Meyers/Aero Commander 200. The first is speed. The airplane can outrun just about anything else in its class. The second reason is the strength of its construction. Several of the airplanes have survived harrowing accidents with only minor damage.
But for the prices the airplanes currently are commanding, there is quite a lot to choose from on the used aircraft market. For example, a turbocharged Mooney M20K is just as fast and far more efficient.
In terms of strength, Meyers owners may sneer at the relatively thin skins used on, say, a Bonanza, but they cannot deny that the Bonanza was certified in the Utility as we’ll as the Normal category. It, too, is a fairly tough airplane.
And while Bonanzas and 210s may be a little slower and, perhaps, not as stout as a Meyers, they can legally carry much more payload. So, we get to the third and probably the best reason to buy a Meyers 200-because it is a Meyers 200. In many ways, it is a unique airplane-an attention-grabber. Youre hard-pressed to spot one at even the most crowded general aviation airport.
But prospective buyers of the Ferrari-of-the-sky should know what theyre getting into. As we mentioned earlier, there have been no Airworthiness Directives on the airframe, but several have been issued on the engine, prop and other systems. Evidence of compliance with these should be in hand before any deal is consummated.
Owners say theyre easy to fly, but they are certainly no baby carriages. The fuel system and potentially high sink rate could spell trouble for the unwary. And, while parts may not be hard to find now, there is concern about the diminishing supply of some landing gear components. Some owners believe that in the future it may not be possible to rebuild a substantially damaged 200.
Mods
Some useful mods reported by owners include the usual aerodynamic tweaks (flap gap seals and hinge fairings), turbocharging, Hoerner-style wing tips and inflatable door seals.
My-Air Aviation in Sherwood, Arkansas makes the previously-mentioned fuel monitor system and improved rudder hinge kit.
The 200A can be upgraded to a B model by installing stringers in the tail, which permits higher speeds.
The earlier models can swap the IO-470 engine for an IO-520A, bringing them up to a D configuration. Recently, upgrades to the Continental IO-550 have also been made available. A three-bladed prop can be fitted, though owners report that its not worth the effort.
A modified nosebowl is available, with an extended profile and smaller air inlets to reduce shock cooling during descent.
Support
The Meyers Aircraft Owners Association is a rather informal but tightly knit group of owners and admirers. The association holds an annual fly-in at various parts of the country and publishes a regular newsletter.
Bill Gaffney, the associations secretary, is handling correspondence at 26 Route 17K, Newburgh, N.Y. 12550, (914) 565-8005. Other contacts are Vince Vandeford, (530) 673-2724 and Dave and Karen Palmer, (707) 938-2181.
Parts are available from Keith Diver (son of the late Pard Diver, one of the original three builders) at Tecumseh Aircraft, (517) 823-8040, or from the holder of the type certificate, Prop Jets, Inc. (210) 438-3100.
I worked for Rockwell Standard Corporation in 1967 as a factory representative and enjoyed almost 300 hours flying this wonderful airplane. As a responsive and fast machine, it was a delight to fly. Fellow pilot Bill Broadbeck won many races with the 200, and in many cases the second, third and fourth-place aircraft were 200s as well!
Owner Comments
It was fun during that time to follow a DC-3 out of the pattern and pass it on the way to Seattle. It took some distance, but you could do the same thing to a V35 Bonanza. I own an elderly V35 and love it, though I do carry an enormous nostalgia for the Aero Commander 200.
As much as I enjoyed it, at the time the original had a reputation for being a little faster, possibly because of the lower roof line. [Ed. note: Undoubtedly, though the flush-riveted wings of the 200D put the book speeds higher than the original.]
I am often puzzled as to why production was stopped. It truly was a tremendous flying machine. Maybe there wasnt enough profit: I really don’t know.
-Duane Stockman
Yakima, Wash.
The owners of the Meyers 200 think they are the finest civilian single ever made. If production ever resumes, the manufacturer should pick up the old Packard motto: Ask the man who owns one! It is beautiful, fast and strong. Old-timers at the Meyers factory boasted that it Looks like an airplane should, and flies like an airplane should. This may seem immodest, but it is not: It refers to the craftsmanship evident in the design and construction, and the airplanes honest flying qualities.
As for fast, look in the record book. Meyers 200s swept the stock-plane races of the 1960s, and set FAI speed records bested only by some of todays composite super-homebuilts. In his day, without advanced materials and with no more tooling and machinery than a dedicated homebuilder could assemble, Meyers turned out ships that could and did outperform the Beeches, Cessnas and Comanche 400s. Even decades later, the only normally aspirated single I wouldnt race for pinks is the Mooney Ovation.
Fast sometimes comes only at the expense of slow or of all-around good flight characteristics. Not so in the Meyers 200. It has a mild and honest disposition and flies docilely throughout its range, without a single mean trick. Vso is only 54 knots on my airplane and the ailerons are effective right into the stall.
In a departure or approach stall, the wings tend to roll level. Spins are forbidden, but factory test pilot Ray Betzold told the Meyers Airplane Owners Organization that the airplane would fly itself out of a spin after less than a turn unless pro-spin controls were held.
The controls are nicely harmonized. The yoke rotation is smaller than on many airplanes, giving an impression of aileron heaviness; most of us think the airplane is an excellent instrument platform, however, and find it both stable and responsive.
The airplane is legendary for its sturdy design and craftsmanlike construction. Al Meyers was a pilot and barnstormer before he was a designer. His design criteria were first, safety; second, speed; and third, everything else. Nevertheless, it is a comfortable airplane, with Meyers-designed anatomical molded seat shells and tower-cab 360-degree visibility. I had my front seats reupholstered by Oregon Aero with astronaut foam and now theyre even better than the originals.
The cabin and center section are a beefy welded steel tube structure. The tail is monococque, and the wing outer panels and empennage are conventional metal construction. There has never been a structural AD on any Meyers airframe, including the 145 and OTW, nor an in-flight structural failure. Vne is 205 knots; on my airplane thats 3.8 times Vso. For the 200D (47 knot Vso) its 4.36 times Vso, one of the widest speed envelopes ever in a civilian aircraft. Vno is 182 knots, which is one reason the Meyers 200 was chosen for the first pressurized civilian turboprop single, the Interceptor 400.
The airplane was built right. A high percentage are still flying. My own ship is Number 254, the fourth 200 built and the first 200A, licensed in February 1959. There are two older examples flying.
One airplane was abandoned and sat outside, a hundred yards downwind of salty San Francisco Bay, for ten years. The new owner has disassembled it and reports that there was very little corrosion, and that superficial, except for the destroyed oleo struts. All skins and other components were corrosion-proofed before assembly, and even the rivets were shot wet with chromate.
There is a contention that its necessary to carry a little power through touchdown to avoid a firm arrival. This will work, but is neither necessary nor the best technique. A normal approach speed of 1.3 Vso is only 70 knots, but some pilots carry 80 to 85 knots over the fence and wonder why the airplane is squirrely. Slow down, level off a foot high, power off, pull the stick back until she settles, and you’ll be rewarded with an are we there yet landing and short rollout every time.
The Meyers is a low-maintenance airplane provided that 1) the little things are attended to right away and 2) your mechanic (and preferably you) understand the airplane and don’t have to go to school on it. Parts and support are absolutely not an issue. The owners association is made up of individuals who know and love these airplanes, and collectively can answer any question or solve any problem. As for parts, thanks to Al Meyers inability to afford hard tooling or fancy machinery, its really a sophisticated homebuilt consisting of sheet metal, weldments and AN and aircraft-standard hardware and components. Some years ago I completely overhauled my airplane. Literally every piece that could be removed without a cutting torch was taken off, inspected and replaced, overhauled or cleaned as necessary. We found very little wrong with the airplane, and absolutely nothing with any airworthiness implications. This is a 1959 airplane that has survived one off-airport landing.
No machine is perfect, and the 200 does suffer from a few drawbacks. The cabin door is hard to adjust and seal, and to keep that way. If all else fails, take your airplane and a blank check to Keith Diver and hell return it to you with door action like a Mercedes.
The useful load is a bit tight, because of the low gross weight. Gross we set not by structural limitations, but by the balked-landing performance of the 240-HP prototype. Commander did virtually all the paperwork for a 3,400-pound gross weight, but didnt get it approved before production stopped. Peter Gluckman set a 1959 around-the-world record in a 260-HP 200A with a huge fuel overload.
Prices continue to reflect the quality and scarcity of these airplanes. don’t believe the price guides. Most sales are never advertised, but occur by word of mouth.
-John D. Lyon
Los Angeles, Calif.
Also With This Article
Click here to view the Meyers 200 features guide.