Helpful Information for Earthrounders

Europe’s winter and terrains were hostile as usual. Tops of tropical thunderstorms were too high for the P210, stormscope, weather radar, and extra fuel helped to fly around. Considered an inoperative weather radar as a “no-go” in tropical regions without alternate airports in range. Strongest headwinds occurred between OOMS and EDFE.  FL260 was required to cross the Andes, where headwinds of 100knts and more did blow, must be very difficult in IMC. Longest leg was the Atlantic crossing, as Cape Verde had no avgas. Longest flight was Muscat to Paphos due to headwinds. Controllers at international airports were not used to GA and asked for shock-cooling descents at 1500ft/min or more. Some friendly words in advance helped, but 360s to reduce altitude were common.  A pilot shirt will make officials believe that you are a real pilot until they find out what you have been doing.  

Fully loaded (1814kg and some liters of avgas) at 10°C above ISA takeoff run was 22sec and well below 800m with 20°flaps, 36”MP, 2700RPM, 185PPH. All turns ½ standard rate, reduced power only when gear and flaps were retracted above 110KIAS. Retracting the flaps to 10° below 90KIAS resulted in “autoland”. Vortex generators http://www.microaero.com/ kept the stall warning horn quiet on most occasions. Low power settings for a cruise climb do not work. The plane drags and temperatures rise. 31”MP, 2550RPM, 125PPH at 110KIAS and open cowl flaps keep the CHT around 400°F (no intercooler) even at 25°C above ISA.  On long legs some 250kg of fuel needed to be burned for best performance. Best levels with headwinds were FL120, with tailwinds FL180.



Isolated CB, stay away



Common afternoon display

Automotive fuel may be necessary to stretch range, but it is not legal. If I had to do it, I would dilute avgas with a maximum of 30% high octane automotive, but never use this for takeoff or landing/ go around. It causes vapor lock during climb in high temperatures. This is cured by switching the auxiliary fuel pump on "low" and blood pressure on "high".  Automotive fuel contains particles that can clog the aircraft fuel filter in flight. When filling jerry cans use something like  http://www.aircraftspruce.com/catalog/eppages/mrfunnel.php and before fuel transfer something like http://www.aircraftspruce.com/catalog/appages/micron10.php or  http://www.aircraftspruce.com/catalog/appages/acsgascolator.php assure you can clean them in flight.



Some buildups were visible in daylight
only, but not on radar or stormscope 

Operation on one magneto will decrease airspeed by 8%. Fuel consumption increases by 5% to keep EGT and CHT in the green. Only an engine monitor will provide vital information. Practiced emergencies before my RTW, was even ready for very low level flight in ground effect over smooth water to reach land. Whenever near a suitable emergency landing site, an island, or a vessel, I took a picture of it and it’s GPS coordinates. Decision making is difficult, but easier if you:
- fly solo
- have no obligations (hotel, interview, confetti parade)
- try not to set a record
- have a cool engine, a cool plane, and help from above