Scudrunners

It's a "normal" O360, non aerobatic, but with inverted oil and fuel system etc. If that matters.

Flew more negative g's today (time wise, around -1g), similar to when it first happened, and almost no oil leakage.

What sequence/figures would drain the slobber pot or cause it to overflow? From looking at the schematics a low g should have more chance to have it overflow, as the valves might not be positioned properly. But that doesn't match with the flight I did when it overflew.

The file you linked to talks about oil losses in vertical rolls with inverted entry and recovery. I was nowhere close to doing anything like that.

Simple sustained zero G will overflow the slobber pot -
it drains via Gz (vertical gravity component), and it drains
via positive G much better than negative G in my experience
due to it's raised mounting location in the engine compartment.

Looking at the S-2B firewall, the slobber pot is mounted
high and on the left, facing aft.


[img width=500 height=375][/img]

This means that the slobber pot drains back into the crankcase
well under positive G, might drain a bit in knife edge right wing
high, and won't drain at all under zero or knife edge left wing
high.  I only do knife edge with the right wing high for
this reason, and I watch the oil pressure.

[img width=500 height=387]http://www.pittspecials.com/images/gat_k1.jpg[/img]
Food for thought:  this picture was taken by a photographer
standing on the ground.

Frankly, I think a wet sump on an aerobatic engine is
a really bizarre engineering design, but no one asked
me.  Kirby and Sean and Skip go through engines like
condoms.

Running LW-16072 (anti-scuff) for those times when you
have no oil pressure would seem to be a wise choice.

As I said, I always run the oil full (indicating 12 qts,
actually contains 13) on the AEIO-540 (costs horsepower
but that's cheaper than an engine) and I try to fly sequences
that drain the slobber pot.  I use it like an accumulator. 
I do like oil pressure, too.