Requirements

You cannot take an optimal selection of a light aircraft for a project “Round-the-World”. That’s for one simple reason: such an aircraft does not exist. In contrast to commercial aircraft, light aircraft in the category up to 2 tons MTOM basically are designed for shorter distances. However, we consciously want to use an aircraft type of this category which is common in general aviation and can be flown with a basic private pilot license. Nevertheless should it be able to cope with the most important project requirements:

• long distances routes (flights of up to 2500 km/1300 NM plus reserves)
• reliable equipment 
• robust model (use of rough runways and contingency for emergency cases)  
• good handling characteristics (single hand operation by one pilot)
• worldwide dense service network and reliable spare part supply

We don’t want to fully depend on "blue skies" weather conditions in light of our trip schedule. Furthermore, we will pass the ITCZ (inter-tropical convergence zone) close the equator twice and approach the North Pole on 2500 km/1300 NM and fly up to 7000 meters/23000 feet height, an altitude at which even in summer typically -20 ° C/ 0° F exist.

And most important: the pilot has to be comfortable with the aircraft and the whole cockpit crew should enjoy the flights.

Selection

CESSNA P210N

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We have decided to use the single engine piston CESSNA P210N which is also known as a CESSNA's CENTURION. This aircraft model was already introduced in 1957 for the first time (actually one year before the crew members were borne). And it is still up to date because it experienced an ongoing design evolution during the years of production. The CESSNA P210 was produced in the 1980-s approx. 800 times until stop of production in 1986 – our aircraft was built in 1981.
Because of an efficient engine with relatively low fuel consumption plus a pressurized cabin which allows long flights at high altitudes without the need for crew-oxygen systems, the popularity especially of this model among pilots is still very high. Flights at higher altitudes have the advantage to be above impacting weather conditions most of the time. Additionally, the fuel consumption per flown air mile sinks significantly at high altitudes with a turbo charged engine (addresses our long distance requirement). A “P210” has such an engine installed. Using a single engine aircraft, one must consider a possible engine failure. The chance is very remote due the high reliability piston engines used in aviation. But even for this unlikely case a higher flight altitude provides for more safety by a greater radius of action (up to 65 km). Thus allowing the crew to deviate to an adequate landing site and prepare for the emergency landing during the glide with some extra time (approx. 20 min).

Icing

Keyword weather: Icing is one of the biggest dangers in the instrument flying. Ice builds up on the aircraft if super-cooled water droplets super-cooled water droplets hit the aircraft surface and freeze immediately. This can happen all year long, because the air temperature decreases with increasing height. Icing may deteriorate the flight characteristic of an aircraft significantly up to the point were flying becomes completely impossible or even the maximum load of the plane will be exceeded. Our aircraft has means to fight the icing. This equipment is also frequently used on commercial turboprop airplanes. The wings and the tail stabilizers are protected with so-called de-ice boots. By inflating the boots with pressure air the accumulated ice will be blasted off. Anti-ice electric heating provide ice protection for measuring probes, propeller blades and the windscreen.  

Enhanced Endurance

As mentioned before the endurance is another determining factor for an earth rounding. On the one hand, not all airports provide the required aviation fuel. On the other hand, we fly routes where you don’t find an airport for several hundred kilometers at all. We had to enhance the standard endurance by installing additional fuel tanks. From approx. 330 liters of standard tank capacity we managed to expand to in total 560 liters thanks to FlintAero tip tanks and O&N Auxiliary tank. Nice side effect:  improved aerodynamics and a more favorable load distribution affect aircraft performance positively.

Additional electronics

The airplane is equipped and certified for instrument flying. Some useful additional features make the life of a pilot aboard on long-distance flights a little easier: autopilot that automatically controls the airplane about the three axes, radar for in-flight weather observation and electronic instruments which supervise every single one of six engine cylinders and constantly determine the remaining endurance based on fuel left in the five tanks.

Further Aspects

The fuselage, wings and tail of a CESSNA P210N are basically made of aluminum. All panel parts are riveted – a proven design which is very robust and service friendly.
The worldwide service network of aircraft maintenance companies certified by CESSNA was important to us (www.cessna.com). Besides many thousand pilots worldwide rated to fly a “P210” there is an at least as large number of mechanics who are certified to repair and service this airplane.
Finally the "feel good factor" of the cockpit crew: Before commencing our trip we had 200 airborne hours on different flight distances (up to 2000 km/1100 NM) and under different weather conditions on this plane. Our unequivocal result: this will be the aircraft for our project “Round-the-World”.