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10-15-2014, 11:12 AM
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Join Date: Nov 2005
Location: San Francisco, CA
Posts: 525
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Allan, i would love to test out the new saddle as well.
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#40533 RV-10 Builder and CFI
1/2006 Started build
10/19/2011 First flight
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10-15-2014, 11:20 AM
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Join Date: Nov 2013
Location: Prescott, AZ
Posts: 1,614
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clean belly
Oil change yesterday at 55 hours. Covered oil filter with zip lock bag. Undiscovered Hole in zip lock bag made same mess as last time... without zip lock bag.
Drained all hot oil... took sample for analysis. Removed clamps on saddle fitting from Antisplat Aero. Inspected the double wall tubing and found no residue. Installed same back on the Vetterman's. Safety wired new filter. Forgot to attach scat tubing to lower cowl inlet. Flight test and leak check ok, but discovered scat loose on post landing inspection.
Clamped it back on and reduced the engine smells that were emanating from the air vent. Went to Sedona for a Buffalo Burger instead of cleaning the belly.
Good day all around.
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10-15-2014, 11:30 AM
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Join Date: Oct 2011
Location: Atlanta
Posts: 878
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How many people chasing the "clean belly" also have a smoke system?
With a full christen inverted oil system I have a spotlessly clean belly.
Until I go "smoke on" 
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RV-8 IO-360 (Bought)
RV-6 O-360 C/S (Sold)
Walkman aka Flame Out
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10-15-2014, 12:57 PM
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Join Date: Mar 2011
Location: Oregon
Posts: 125
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RE: Chasing the "clean belly" with ASA air/oil separator & saddle mount.
The "clean belly" is just icing on the cake.
The real deal is the significant reduction in oil consumption...
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10-15-2014, 02:34 PM
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Join Date: Oct 2005
Posts: 1,516
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Tha's what I thought
Quote:
he "clean belly" is just icing on the cake.
The real deal is the significant reduction in oil consumption...
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After the 3rd oil change since installing the Air/oil separator it appears that oil consumption has decreased very slightly. Although I somehow wanted to see the big improvement initially, I cannot measure a significant change in oil consumption.
The way I precisely measure consumption is by counting all the oil in and
measuring all the oil that comes out at oil change plus anything added between changes usually one quart keeping oil level between 8 and 9qts.
So for me it's the clean belly and an absolutely clean engine compartment
without any leaks or seeps from anywhere.
I have measured negative crankcase pressure and I have installed a second reed valve.
The exhaust stub does coke up over time but with a second reed valve installed I feel comfortable keeping the breather tube connected to the exhaust
reed valve.
Clean out the stub every other oil change works for me and to double check I stick a bore scope up the tailpipe a couple of times between oil changes.
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Ernst Freitag
RV-8 finished (sold)
RV-10 Flyer 600 plus hours
Running on E10 mogas
Don't believe everything you know.
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10-27-2014, 12:25 PM
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Join Date: Aug 2012
Location: Dallas
Posts: 196
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FYI
Just wanted to make sure everyone in this thread is aware this affects other non RV10 models.
Failure to clean the exhaust valve on some frequency can lead to bigger issues:
http://www.vansairforce.com/communit...d.php?t=118988
Nothing against the manufacturer - I was just unaware of a required maintenance interval for this setup.
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RV-9A finshed! For sale
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10-27-2014, 04:49 PM
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Join Date: Aug 2009
Location: Goodyear, Arizona
Posts: 877
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Yes, thanks for posting the link to my crankshaft seal blowout thread. I was about to do the same thing.
I was not aware of the excellent discussion in this thread, mainly because the thread title is undescriptive of the important subject matter, so I skipped it--luckily I lived to tell about it!
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Karl, Goodyear, Arizona (KGYR) ATP, CFII
RV-14A, Flying
Extra 330LX, Flying
RV-8, Sold
RV-7, Sold
Bearhawk 4-Place, Sold
=VAF= donor 2020
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10-27-2014, 08:02 PM
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Join Date: Aug 2012
Location: Dallas
Posts: 196
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Quote:
Originally Posted by Gash
Yes, thanks for posting the link to my crankshaft seal blowout thread. I was about to do the same thing.
I was not aware of the excellent discussion in this thread, mainly because the thread title is undescriptive of the important subject matter, so I skipped it--luckily I lived to tell about it!
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Didn't mean to steal your thunder.
Good job on a safe landing and getting the word out.
Is the engine OK after operation with the reduced oil levels for a short time or do you need to tear it down and see?
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RV-9A finshed! For sale
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10-27-2014, 10:02 PM
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Join Date: Aug 2009
Location: Goodyear, Arizona
Posts: 877
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Quote:
Originally Posted by NTex
Didn't mean to steal your thunder.
Good job on a safe landing and getting the word out.
Is the engine OK after operation with the reduced oil levels for a short time or do you need to tear it down and see?
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You didn't steal any thunder. The only thunder I ever have is chili related. And yes, the engine is just fine. Thank you for asking. It still had 3 quarts of oil in it when I shut down. At the rate it was coming out, I figure I still had a good 6 minutes left before it ran out of oil. I took it out the next day after the repair and beat up the pattern on a test flight. Everything is running fine and back to normal.
__________________
Karl, Goodyear, Arizona (KGYR) ATP, CFII
RV-14A, Flying
Extra 330LX, Flying
RV-8, Sold
RV-7, Sold
Bearhawk 4-Place, Sold
=VAF= donor 2020
Last edited by Gash : 10-27-2014 at 10:05 PM.
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10-28-2014, 01:10 AM
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Join Date: Jan 2005
Location: Sedona Arizona
Posts: 349
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How much vacuum?
After reading several articles about the benefits of pulling some vacuum on the engines, I am really surprised someone has not installed a simple vacuum gauge to measure how much vacuum is being created with the Anti Splat system.
It only takes a very small leak somewhere on the engine to negate any vacuum that the exhaust based system can generate. If there are inconsistent results it may well be that those who don't see much benefit are not actually getting any vacuum due to some small leak.
Somebody needs to step up and measure the vacuum or pressure before and after an install, or simply measure after, then disconnect and see the difference.
To get results there needs to me some vacuum.
From my reading of the articles, it is obvious that the exhaust based systems do not generate enough vacuum to get the best results and most have gone to the use of external pumps and often times a vacuum relief valve is also used.
I would think that measuring the vacuum in the crankcase should be part of the system check after it has been installed. Why not?
I think we are looking for a small amount of vacuum here, maybe 4" of Hg? The articles talk of running vacuums as high as 15" Hg but they are running external pumps and very tight engines compared to our aircraft engines.
An aviation engine may need a system that can move quite a bit of air to achieve good results when compared to an auto engine because of how "loose" our engines have to be.
So a few questions for Allen:
1. Did you measure vacuums as you developed the product? If so, how much vacuum was being created?
2. Do you think that some engines may need to "double up" with a second saddle setup to get enough vacuum?
Randall
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