hotrod180 wrote:A guy I know had an O-360 overhauled, while he was at it he had the shop convert it from fixed pitch use to constant speed.
He had the same sort of trouble afterward.
First was low oil pressure, turns out that there are some ports in the case that either get plugs, OR nozzles to squirt oil on the pistons,
depending on which model engine it is. The shop didn't install the plugs OR the nozzles.
Installing the plugs fixed the lack of oil pressure.
The second issue was the prop not cycling correctly.
The SB or whatever authorized the conversion from fixed pitch to c/s use called out for a passage in the case to be plugged (as I recall),
turned out that it wasn't. That let the oil divert back into the sump instead of supplying pressure to the front of the crankshaft.
Hope this helps.

hotrod180 Heard mention of this a few times now. Seems to be pretty spot on with the same symptoms. Did the prop cycle issue only happen in the air as well? To battle the low oil pressure we added a couple few washers to the pressure relief valve as well. Same problem. Also confirmed again today this core was from a Pa-28 constant speed and was set up from the shop for constant speed we are told...

DENNY wrote:Was the crankshaft sent out for inspection? I heard of a similar issue in a 206 turned out to be a cracked Crankshaft.
DENNY

We were told the Crank was new. They're large enough to probably have the ability to do onsite crank inspections as well.

Every day thing here figured I would send an update. Found this Near .14" piece of ferrous metal today when we pulled the prop off and looked in crank. The plug had a few pieces of metal on it initially and looks like the lip might have scuffing on it when zooming in. Ever see this? Largest piece so far, need to suck out the oil from the crank and check the suction screen tomorrow. 1462A again today indicated 2psi.

AlaskaHangarhomes.com wrote:

hotrod180 wrote:A guy I know had an O-360 overhauled, while he was at it he had the shop convert it from fixed pitch use to constant speed.
He had the same sort of trouble afterward........

hotrod180 Heard mention of this a few times now. Seems to be pretty spot on with the same symptoms. Did the prop cycle issue only happen in the air as well? .....

As I recall, they never flew it before finding & fixing the problem.
So the prop -cycling issue was while ground- running.

hotrod180 wrote:

AlaskaHangarhomes.com wrote:

hotrod180 wrote:A guy I know had an O-360 overhauled, while he was at it he had the shop convert it from fixed pitch use to constant speed.
He had the same sort of trouble afterward........

hotrod180 Heard mention of this a few times now. Seems to be pretty spot on with the same symptoms. Did the prop cycle issue only happen in the air as well? .....

As I recall, they never flew it before finding & fixing the problem.
So the prop -cycling issue was while ground- running.

Okay. Wish we had the symptoms on the ground. I guess they were lucky in that respect.

I know you mentioned a new crank which my below should not apply however....... Throwing this out there as I had a similar issue on my O470 that I personally O/H with my A&P/IA. Once we had it all back together, on the run up, the prop cycle was very sluggish but would cycle if waiting long enough so, we decided with the overhaul and new prop governor that we had just installed, it was just "new" and needed to be flown / cycled. Once we throttled up / took off and started pulling the prop back, it wouldn't change RPM. Immediately landed...... scratched heads...... brainstormed and then started checking part numbers for the bearings only to find out that I had ordered the wrong (1) main (front) bearing. This bearing has the hole that goes to the prop governor where the oil pressure is created to change the prop pitch. When we had the crank ground at overhaul it was ground to 10 over. The bearing we put in was a new original spec bearing (so, it was too small / too much gap). This was allowing little to no oil pressure going to the governor (but worked on the ground sluggishly). We immediately tore the engine back down, changed the front bearing, put it back together..... all has been well for 200+ hours.

Yes, my A&P has yet to let me live it down and continues to be the "joke of the day" at every chance.

Some great observations here. I have observed a rebuild that acted very much in the same manner. In this case the big ends were not in tolerance and allowing excessive oil to escape when the oil was to temp. It operated fine until flight when temps really come to constant levels during operation. Just a thought.