O-200 C150 at higher altitudes

[tlewis95]

I am planning a ferry of a pretty nice 1959 C150 from NM to OR and obviously could probably use a little bit more HP. I have flown O-200 powered stuff in the midwest (mostly during the summer) and it isn't too impressive. Does anyone have any experience flying O200 powered Cessna stuff (150 in particular) through higher terrain? I would have to get to about 8,500' in order to make this trip.

Thanks!

 

[Ajax]

I've taken one up to around 11,000 took forever but it made it

 

[smt6]

I own a 68 C150, and it took a while, but last winter I made it to 9500. I have the same 0-200, 100hp engine. What are the overhaul times. STOH? If underneath the cowling is as good of shape as outside on that bird, you'll be fine.

 

[rframe]

Ferried my O200 powered 150 from California to Idaho, cruised at 8-10,000 most of the time in mountainous areas. It did great and I'd burn about 4.7 gph. You should have no problems and with that nice clean straight-back airframe, newer paint, and pants you should go as fast as a 150 can.

 

[pwttogfk]

Watch your density altitude and weight...I tried to go IFR on a cloudy day this past summer on an airway with a MEA of 7000 while grossed out on a cross-country. After watching me struggle past 5000, ATC asked me if I'd like "radar vectors" the rest of the way at their MVA. On a cold day with a light load, though, I've been up at 8500 doing steep spirals with students problem-free.

 

[TwoTwoLeft]

I would try to avoid long legs over mountainous terrain. At 8,500, your climb rate will probably 300fpm at best. Play close attention to the winds aloft through these areas as the downdrafts on the lee sides can easily exceed your best climb rate. You fly gliders, so you'll also know where to find the lift as well.

Where are you departing from in NM? If you're down south It might be best to follow I-10 into California, fly over 29 Palms, head over the Mojave desert to Gorman or Tehachapi, drop down into the San Joaquin Valley by Bakersfield and follow the 99 or I-5 all the way into OR. If you're leaving out of Northern NM, You could go Santa Fe, Gallup, to Winslow. That route is pretty flat, but you'll get into some high country until you get West of Sedona.

Oh, and LEAN FOR TAKEOFF. Even at a 3000 ft elevation, it doesnt' take much to get a 5000 ft DA.

 

[pericynthion]

I regularly fly my O-200 VariEze at 12500, have taken it up to 14500 on a warm day but it was getting to be a bit of a dog by that point. Good mixture control is essential to getting best power at altitude. Above about 5000ft you can't cook the engine by leaning so just go for max rpm. O-200s are very susceptible to carb ice so always use carb heat in the descent, and it should be your first go-to item if it starts running rough.

 

[z987k]

If you're a glider pilot you should be fine. Cause that's what you'll be flying. An extended range glider. Take the altitude when you can get it.
Looking at abq D pdx, I'd pretty much just go direct myself. Little detour around provo for the restricted areas. Fly the mountain passes when you need to.

Where in OR is your destination?

 

[N3901C]

I have a cessna 150 tailwheel with a O-200 Continental that I fly all over the southwest. Its a great reliable engine but the power sucks. So lean, lean, and lean some more! Especially on high altitude takeoffs, and especially lean for taxi and idle so your not one of those dorks who always wonders why the spark plugs are all fowled when they taxi around full rich at 3000+ elevation airports lol. Have a nice trip.

 

[tlewis95]

Thanks for all of the responses guys.

It would be Hobbs, NM to Medford, OR. I was thinking of going up to ABQ first then following the highway through Gallup and Winslow to the CA valley then I5 the rest of the way. I am considering direct too. 720 SMO and 30 STO are the engine times so it should be running pretty good.

 

[scooter2525]

When are you doing the flight?

 

[CoffeeIcePapers]

I regularly fly my O-200 VariEze at 12500, have taken it up to 14500 on a warm day but it was getting to be a bit of a dog by that point. Good mixture control is essential to getting best power at altitude. Above about 5000ft you can't cook the engine by leaning so just go for max rpm. O-200s are very susceptible to carb ice so always use carb heat in the descent, and it should be your first go-to item if it starts running rough.

Quite a different airframe on a 150, though.

 

[A150K]

I would try to avoid long legs over mountainous terrain. At 8,500, your climb rate will probably 300fpm at best. Play close attention to the winds aloft through these areas as the downdrafts on the lee sides can easily exceed your best climb rate. You fly gliders, so you'll also know where to find the lift as well.

Where are you departing from in NM? If you're down south It might be best to follow I-10 into California, fly over 29 Palms, head over the Mojave desert to Gorman or Tehachapi, drop down into the San Joaquin Valley by Bakersfield and follow the 99 or I-5 all the way into OR. If you're leaving out of Northern NM, You could go Santa Fe, Gallup, to Winslow. That route is pretty flat, but you'll get into some high country until you get West of Sedona.

Oh, and LEAN FOR TAKEOFF. Even at a 3000 ft elevation, it doesnt' take much to get a 5000 ft DA.

This. The books count on you leaning for anything above 3000 D.A. in order for the numbers to work. I've got some time in an O-200 150 out of SAF...250-300 FPM climb rates are typical once the DA gets above 7500 (not a whole lot above standard temp for SAF!), so plan your departures carefully and consider circling climbs in certain areas.

 

[A150K]

Thanks for all of the responses guys.

Thanks for all of the responses guys.

It would be Hobbs, NM to Medford, OR. I was thinking of going up to ABQ first then following the highway through Gallup and Winslow to the CA valley then I5 the rest of the way. I am considering direct too. 720 SMO and 30 STO are the engine times so it should be running pretty good.

Not a bad route;however, I would avoid fueling up in GUP or GNT (rising terrain all directions). Instead, I'd get fuel somewhere after HOB and make Holbrook or Winslow my next fuel stop (flat and a little lower).