Starting to look for another 182 and/or 205 after making the mistake on selling my 182. I came across a 61' with the following 600 SMOH P PONK, 50 SNEW TITAN CYLINDERS.

Should it be alarming that there was need for new Titan cylinders after only 550 hrs on the p-ponk?

Probably just a recall/AD on the installed cylinders. If they really cooked all six of the originals I'd investigate further..

ECI cylinders eh... Can't believe they lasted that long!

ccurrie wrote:ECI cylinders eh... Can't believe they lasted that long!

yup

What's everyone's gripe about ECI cylinders? When the C-145 engine on my C170 was overhauled in 2001, I had them install new ECI "classic cast" steel cylinders. I sold that airplane in 2009 and it was still going strong at 1100 SMOH. I think the lowest cylinder compression was 77/80. The only problem I ever had with it was stuck exhaust valves several hundred hours after the overhaul. I think ECI reamed the guides too tight to avoid the wobbly valve/compression leak syndrome that all the small Continentals seem to suffer from, and enough carbon deposits (or whatever) finally built up for that tight fit to become a problem. I had two stick, which I reamed, then I pulled the rest to check the fit and had to ream one more. All this was with the cylinders still installed, using "the rope trick".

29singlespeed wrote:Starting to look for another 182 and/or 205 after making the mistake on selling my 182. I came across a 61' with the following 600 SMOH P PONK, 50 SNEW TITAN CYLINDERS.

Should it be alarming that there was need for new Titan cylinders after only 550 hrs on the p-ponk?

They replaced the TCM's with ECI's

If it's the plane I think it is, it's in good shape with a bunch of good mods.
The story I got is he got it hot on climb out with the cowl flaps closed.

ya know, probably one of the "run em hard" crowd...most guys like this dont own what they are flying....i plan on my o540T goin' to 2000 hrs, so i DONT run car gas, and while i do use the power when needed, i do know that these old skool motors only have so much full power hours to give, so when in cruise and such i pull the power back, at the cost of 5 its, drop the fuel burn to 11-12 and keep the temps down...some thing about buying a 540 doesn't thrill me...!

Also if you get serious about this, check to see if there has been a cross over balance tube installed. Some of the earlier conversions may not have had this done. Another issue may be that it needs to have the carb main jet size increased for more flow. A friend of mine had these issues with his motor and after getting it sorted out has been pretty happy. Just don't be stingy with the fuel. It takes fuel to make power! Call Steve Knop at PPonk Aviation. He's friendly and will help you out.