The separator is small enough to be installed just about anywhere but it does have to be perfectly plumb to drain properly and it cant be below the level of the oil line its draining into. Contact M-20 directly for information on your model. As of summer 2000, a vast number of engines and airframes (about 800) were covered. At $259, the kit includes the separator itself, instructions and the STC paperwork. The separator is nicely made of welded aluminum with stout inlets and outlets. To see if the M-20 Air/Oil Separator delivers on these claims, we installed one in our Mooney and flew it during a six-month, 120-hour trial. Second, the engine sump can be operated at a higher oil level, which theoretically improves lubrication and cooling. First, the aircraft belly stays cleaner, since the oil goes back into the engine, not overboard. The condensed oil is drained from the canister and piped back into the engine via the nearest convenient oil line.
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The warm air then exits the canister and is dumped overboard, theoretically free of oil.
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In M-20 case, the guts of the device are a bit more complex, consisting of a series of internal tubes and a weir to catch and route liquid back to the crankcase.Once the breather output-which is a mixture of oil mist, warm air and water vapor-is inside the canister, its able to cool and condense. The output of the engines breather line is piped into one end of whats essentially a metal canister. Theres nothing mysterious or sophisticated about what an air/oil separator does. The latest of these gadgets comes from M-20 Oil Separators, the same company that developed a turbo-normalizing system for the Mooney M20 series. These so-called air/oil separators purport to scavenge the oil vapor and dump it back in the crankcase instead of overboard, where it condenses on the belly. Over the years, various devices to staunch the flow of oil mist have been tried. Some of that grunge finds its way onto the belly via engine oil leaks-major and minor-and the rest spews out of the crankcase breather line and the exhaust pipe. The hotter the AOS, the less water will collect inside and mix with the oil.If theres another job as thankless as degreasing the belly of an airplane, it doesnt come immediately to mind. This maximizes the evaporation of any water collecting inside of the can. The back plate of the AOS features a unique coolant routing system that heats the entire AOS to the same temperature of the engine. Allowing maximum oil drainage while separating oil from the air in all the venting ports. The bottom of the AOS is shaped like a snail, redirecting positive crank pressure into the same swirl pattern produced by the 3 side ports. The larger the AOS, the more power you can safely make without having to worry about the AOS overfilling. With a 4" OD and 5.75" height, the AOS has an approximate 1 liter of holding capacity. Additionally, this reduces overall system pressure. By giving each engine port its own entrance to the AOS we have allowed for more effective and faster excavation of crankcase pressure. Each engine vent port receives its own connection to the AOS. The Subaru EJ engine has 3 ports that vent crank pressure: one on each cylinder head and another on the top of the block. Heat Shielding on Crankcase Breather and Oil Return Lines.Compact Cast Aluminum Body w/ Black Powdercoat Finish.The COBB Air Oil Separator has been developed in partnership with IAG Performance and offers exclusive features. The COBB Air/Oil Separator is placed within your Subarus crankcase ventilation system and helps to prevent oil vapors from being introduced into the intake system.