Thank you for the nice write up!
I flew from Germany to Australia last year with a TBM 700 so we did not really have to deal with AVGAS availability and had a fantastic trip.
We left EDNY on the 20th of April late afternoon to fly to Crete (LGIR). A nice (late) dinner and a good night sleep later, we left to Saudi Arabia and went to overnight in Oman. The next day, I had planned an overnight stop in Mumbai but we we still waiting for our visas. We therefore filed a back up plan to do only a full stop in Mumbai and go to Mattala in Sri-Lanka for the night. Once we landed in Mumbai, we had our visas but were asked to carry on with the plan to Sri Lanka so we missed a nice evening with local friends but had a great stop in Sri Lanka: We stayed at an amazing hotel (Wild tented lodge) on the coast, went for nice safari before flying out to Bali for the next overnight with a stop in Medan for fuel. The next day, we cleared Customs in Darwin and made it to Sydney for dinner with a new happy owner!
To add to comments from others: Africa is not to be missed. We flew to Namibia a few months ago and this was my first trip to Africa. I loved it! We flew down on the East coast (Egypt, Djibouti,Rwanda) and back on the West coast (Sao Tome & Principe, Abidjan, Dakkar and Morocco). We are going there again this summer via Saudi Arabia and Tanzania but taking a long way home: Mozambique, Comores, Seychelles, Maldives, Sri-Lanka, Cambodia, Laos, Taipei, Japan, Korea, Mongolia, Kazakstan and Romania.
There is of course quite a bit of planning going on before and behind the scenes during these long trips but I love them.I will report on this next trip once we are back in October!
@aeroplus was doing African safaris.
There was another high social media profile guy from NL doing them too but he went crazy over less than ecstatic coverage of his kids’ heavily-ground-supported RTW trips (and maybe something else, I suspect) and created a load of behind the scenes hassle for me, so I suggest avoiding him carefully 
I am sure Terbang and Dkbe know how to do all this. Africa is full of GA and has a reasonable “ecosystem” – at least in places where the locals won’t convert you into tomato & basil soup before sunset
terbang wrote:
After a few days of discussion we decided not to pursue the Africa idea any further.
Thanks for the great sory about your trip to Oz. I would, however, strongly suggest not to give up on Africa. It’s perhaps the most amazing GA flying you can do, anywhere. The trick, IMHO, is not to try to fly to the interesting, i.e. sub-Sahara, parts of the continent in a SEP from Europe, but rather get a local license by validation and rent. Most people do this in South Africa. There’s a Dutch guy on here (sorry, can’t remember his handle right now, he doesn’t post very often), who can help with organizing this.
terbang wrote:
One more thing bothered me I didn’t mention, financial risk. This isn’t life threatening, of course but could be very unpleasant. Even a flat tire could get very expensive say in India, let alone a more serious technical issue.
To me, this would perhaps be my biggest worry. It can be difficult enough even here in the US if it happens in some remote place, but in some of the countries you crossed on your route a reltaively simple issue may well lead to having to write off the plane.
Peter wrote:
you have each other’s company. That is incredibly rare in GA, and is priceless.
Yup
terbang wrote:
[risk] will always be a personal decision
You are totally right. When the engine fails on you it does not matter what the stats say: you have to deal with it.
My personal approach is indeed stat-based but I also apply risk-mitigation. Just like standard risk management
Being island-based my proportion of overwater flights is high, so I apply risk mitigation strategies, already discussed herein (emergency equipment, FPL, sea conditions, emergency training, cruise altitude and route selection …)
Of course, all else being equal (and in your case it was not) if your trip is 200 (vs 20) flight hours then whatever it is that goes wrong, the likelihood of it happening at one time or another during the trip is 10×. In your case, you managed successfully whatever went wrong, so again kudos to the Terbangs!
Yes, nice epilogue! Thank you for taking the time!
terbang wrote:
The main benefit is an MTOM increase by 115kg
Was it really needed for the trip (you don’t have ferry tanks, do you?) or a nice-to-have for extra tools/parts/luggage?
What is the perceived deficit (if any) in climb and cruise performance with the extra weight?
Basically, all servicing other than annuals (or ADs) is optional on N, so while you will obviously be doing the usual (oil changes etc) you can do it when it is practical, whereas on EASA-reg you are tied to the schedule plus 10% extension, etc. AIUI, the way this is solved in practice on EASA-reg is by not logging some of the flights if coming up to the 50hr mark 
Good point about ferrying. A friend who used to do that dropped out of it, because most cases involved “wreckage” or other suspicious circumstances.
I often wonder about breaking down in some places I’ve been to. Even a prop strike on the Scilly Isles (UK!) is going to need wings removed and carting the plane on a pickup truck and a ferry. Greek islands??
Peter wrote:
I too have heard varying stories about overflight agents. Even those who are mostly good are known for dropping somebody in the sh*it somewhere in Bongo-bongo Land, inexplicably.
I would think, these agents would avoid dropping a costumer if they can to avoid poor reviews. In case my report was ambiguous, we weren’t dropped, our agent told us beforehand that he wouldn’t do Indonesia. I guess, for that reason.
the Annual comes up you just need to find some freelance A&P
This might be difficult outside the US and Europe as well. We were told in Australia, that no FAA A&Ps are available down there. But still N-reg is an advantage for longer travel. I’m not as familiar with EASA rules, it would be very interesting to hear from owners about this.
Dan wrote:
Yep, feel the same, and will add another element, risk.
I had to think about this for a while. Of course this will always be a personal decision, for example I would not ferry a piston plane, not even a twin. It’s also difficult as humans are not good at correctly assessing small probabilities. It goes without saying that flying over open water poses a considerable risk but even flying around continental Europe is not completely risk free. To me it’s acceptable to fly over open water for a few hours every couple of years when I fly hundreds of hours over Europe in between. However, as I said, this is just my personal gut feeling, nothing more.
One more thing bothered me I didn’t mention, financial risk. This isn’t life threatening, of course but could be very unpleasant. Even a flat tire could get very expensive say in India, let alone a more serious technical issue. We saw a Lanceair sitting in Nagpur for almost year because of a burst oil cooler, I think. The parking fees alone will be tens of thousands without flying in mechanics and parts and dealing with local authorities and so on.
Indeed.
And l have already been in touch with the Terbang helpline for some very useful current handling tips!
E
