In reply to:
Check your dip stick, the one in the plane, after you know eight quarts have been added. Mine showed 6 and one half on the stick cold and about seven hot. Add more and it may end up on the belly.
I had many long discussions with TCM about a year ago on this topic while I was researching the issue for Response!. I learned more about dipsticks and how they’re calibrated, etc., than I ever wanted to know. The most surprising thing I learned is that there is very little consistency of opinion about the matter even among experts at the company that makes the engines!
After all was said and done, my conclusion is that although it shouldn’t be so, each engine is individual, and may (will) behave differently from another of identical type. For instance, my dipstick behavior is fairly similar to Bob Simica’s, but I can add an extra quart (for a total of 9 added after an oil change), for an INDICATED 7, and that most of that oil is all retained (I still drain more than 8 quarts 25 hours later).
That is not to say I get NO oil on the belly – I always get some… a very predictable, slow flow from the oil breather under the engine. It works it’s way back toward the tail - there’s a direct correlation between the length of the oil streak on the belly and the duration of my flight; it takes about 3.5 hours for it to reach the rudder. It’s visible evidence of the prop slipstream – it does not stream straight back, but instead heads toward the left side of the airplane as it goes back, so that some occasionally makes it to the fuselage below the baggage door. As I’ve mentioned before, I prefer to remove it after each flight (or ask my daughter to [;)]) - that’s when it takes the least time and effort.
As others have mentioned - obvious variations in dipstick readings come from (a) time waited after shutdown before taking the reading, and (b) whether the airplane is parked on level ground.