Russ Meyer, the legendary CEO of Cessna Aircraft and arguably the most influential figure in general aviation in recent history, died Wednesday after a short illness at the age of 93. Meyer guided the world’s largest GA manufacturer for a total of 27 years, and in one of the industry’s most tumultuous periods, culminating in the passage of the General Aviation Revitalization Act in 1994. That law limited manufacturers’ legal exposure in plane crashes and spawned a major rebirth of the light aircraft market. He retired in 2004 when Jack Pelton took over, but he remained active in the affairs of the company and was its Chairman Emeritus.
There really isn’t any significant honor that Meyer didn’t win. He received two Collier Trophies, one for the safety record of the Citation fleet and another for the Citation X, which held the title as the world’s fastest business jet. He was also given the Wright Brothers Memorial Trophy and NBAA’s Meritorious Service Award and was inducted into the National Aviation Hall of Fame. But of all his many accomplishments, Meyer would unhesitatingly say his proudest was the creation of the Special Olympics Airlift in 1986. In the last 40 years hundreds of Cessna and later Textron business jet owners have flown thousands of athletes to the National Special Olympics meet, volunteering time and their aircraft to make their participation that much more special. We’ll have industry reaction and more as word gets out.
And from 1966 to 1974 led the phoenix-like resurrection of the bankrupt Bede Aviation into American Aviation, producing the AA-1 Yankee and AA-5 Traveler before returning to Cessna as its CEO in 1974.
Despite owning an AA-1A in the early 80’s, I didn’t know Bede cum American Aviation was led by Meyer back then … thanks. I really enjoyed that airplane but the 108hp wasn’t enough for my mission in high density altitudes.
Off topic (and no disrespect intended) but worth noting … a new 1970 AA-1 ‘Yankee’ retail price was $6,495. I knew someone who bought a new and loaded 1979 AA-5B Tiger for $40K. And here’s something to put into juxtaposition: A 1970 Impala Custom Coupe with performance options (like the SS package) tested around $4,714 (roughly $28,796 in 2025 dollars). A used AA-1 sells for ~$30K as well. My 1975 C172 cost $20K new and a new 2026 172 is nipping $600K while a the new average price of a 2026 auto is ~$50K. How are those numbers justified? No darn wonder new airplanes don’t sell well compared to back then.
I think anyone (including me who owned an AA-1B back 1978-82 including two years based at CVN, elevation 4300) who’s ever flown an OEM-engined AA-1x (even the 115HP AA-1C) will agree they were underpowered, and that the Crosby and Blackman O-320 STC’s installed on a significant portion of the fleet are more than worth the price. But if you think the O-235 Yankees are anemic, can you imagine the original BD-1 with its 65HP A-65 engine?
As for the prices, in 1979 you could buy a new Tiger for less than the price of a nice 2BR home, but today, a new SR22 costs twice what my 35-y/o 3BR house is worth and I live in a relatively high-cost area. Many reasons why new planes cost so much today, and there’s probably a good master’s thesis in Aviation Management in detailing them.
But Mr. Meyer was definitely one of the most important figures in general aviation in the 20th century, as attested by the awards he was given. RIP.
A true gentleman!
The pillars that built America and its representative statues are falling rapidly. Lou Holtz died yesterday as well, age 89.