I use a combination of 100 LL and mogas. The av fuel here in Michigan is still more per gallon but my 0-200A in my Tailwind W8 needs some lead for top end lubricant. Straight mogas with Marvel Mystery Oil works well as well but the price per gallon comes out close .Another question...is it worth $1.00/gallon more to burn Ethanol free gas?
Any time one aviates we are in effect testing the aircraft and our skills. As we become more comfortable in the cockpit we take on new challenges in small bites...if we are using our intelligence correctly. Different birds require us to add skills until once again we are comfortable. Even the same make and model will fly with different qualities. Add an unproven engine and or control surfaces and extra skills are needed along with thought processes not many private pilots have.Not to be flippant, but the highest level of safety is to not fly the airplane. And frankly, you can't afford "the highest level of safety possible", because it's impossible to achieve. That's speaking from someone who's been in NASA and big aerospace flight test for decades.
You need to be honest with yourself here:. You are flying a very low production airplane with an auto conversion engine, the configuration of which by your own admission has never been flown before. You are effectively flying a prototype with radically non standard systems. Your attempt to buy down risk is admirable, but you are WAY outside the bell curve of homebuilt aviation here (and that's pretty bad in itself).
Seems to me you repeatedly contradicted yourself in the second paragraph. There are definitley degrees of difficulty associated with flying EABs vs certified. There is no real standard for EAB flying characteristics but we can reasonably expect certain predictable responses in cert airplanes.Any time one aviates we are in effect testing the aircraft and our skills. As we become more comfortable in the cockpit we take on new challenges in small bites...if we are using our intelligence correctly. Different birds require us to add skills until once again we are comfortable. Even the same make and model will fly with different qualities. Add an unproven engine and or control surfaces and extra skills are needed along with thought processes not many private pilots have.
EAB aircraft in most cases are no more or less difficult to fly than their certified counterparts. To the contrary, many of what are on their certified counterparts started in the experimental aircraft movement so to speak. The reason that incidents and accidents are higher then the certified counterparts is that most experimental aircraft are higher-performing and given the training of today many pilots are not equipped for the sensitivities of the higher performance aircraft. I own and fly a Wittman Tailwind W8 regularly. It is an extremely nice airplane but it is not a Cessna 150 or 172. With any transition to any aircraft one should get a qualified pilot instructor to help them through that transition in turn limiting their chances for an uninvited circumstance. Enough said.
Take US certified major legacy carriers. Accident rate that approaches zero. But there is no such thing as 100% safe, with zero risk. But fly on American, Delta, United, or Southwest, and you are as safe as you can get.Of course we're gonna fly the thing.
In my experience, the major 121 carriers do a good job of attaining the "highest level of safety possible". But they still crash.
We can minimize the risk, but not eliminate it.
yeah TFF.I think Rockiedog flys his homebuilts because he retired flying 121 planes and does not want back on one.
I use rec fuel. No alcohol. To get top cylinder lubrication I use an oil additive. 100 LL in the 0-200A plugs a lot of things one doesn't want plugged.Here is their summary:
There is no fundamental reason MOGAS cannot be safely used to power automotive engines in aircraft applications. The same concerns of octane ratings, effects of ethanol, and useful life of gas remain the same. However, because aircraft cannot simply pull over when engine troubles occur, these same concerns must be considered with greater scrutiny. Routine maintenance must include additional checks to ensure the quality of fuel, shorter storage periods of fuel, and develop an effective schedule of checking filter elements and components. The results will be a far cheaper aircraft to operate, cleaner tailpipe emissions into our air supply, and greater fuel options/availability throughout the world.