If you move your right hand slowly and deliberately, never let the prop turn the engine, always spend the time to let it warm up, warm it up before you fire it up, start pulling it back way out there instead of hi and fast to get to the landing, do the oil thing and listen, I don't hink you should have a problem, but that's just my opine and well worth what you had to pay! Never have had a cylinder have a catastrophic failure doing this!
Had some problems with a 985 when over boosting every take off, but that was an easy fix after buying a couple of cylinders!! Money talks!!

Zzz wrote:It's a tough question, I agree. A full overhaul of a 470 is not cheap, probably 3-4 times the cost of a top overhaul, as most of the parts and labor are in the bottom end, so if you think you can make that go to a full 2000 SMOH and beyond, a top overhaul might be worth it.

Yep, and I probably won't have my mind made up until my hand is forced and I have to do something. Reading through this thread makes me think I should be good to go for a while. I average around 15 hours a month, with all flights at least an hour, hopefully the regular exercise and proper care will give me at least 500 more hrs before anything major needs to be done. At that point I'll probably be on here looking for support in justifying a P-Ponk!

M6RV6 wrote:If you move your right hand slowly and deliberately, never let the prop turn the engine, always spend the time to let it warm up, warm it up before you fire it up, start pulling it back way out there instead of hi and fast to get to the landing, do the oil thing and listen, I don't hink you should have a problem, but that's just my opine and well worth what you had to pay!

Thanks, I can check all those boxes except the oil analysis, which will start at the next oil change. We cut open the filter and all looked well last time, but didn't have a kit ordered for the analysis.

CenterHillAg wrote:Thanks, I can check all those boxes except the oil analysis, which will start at the next oil change. We cut open the filter and all looked well last time, but didn't have a kit ordered for the analysis.

Just don't panic over the first oil analysis report you get... If they give you potential bad news, get a second sample to them and see if it shows the same thing, or a worsening condition. Lot's of stories out there about guys who panicked over a single oil sample report that was bogus. Even the best labs have been known to see "phantom results" now and then - possibly from cross-contamination. Look for a trend before you react. Again, Mike Busch has some good articles on this as well...

JP256 wrote:

CenterHillAg wrote:Thanks, I can check all those boxes except the oil analysis, which will start at the next oil change. We cut open the filter and all looked well last time, but didn't have a kit ordered for the analysis.

Just don't panic over the first oil analysis report you get... If they give you potential bad news, get a second sample to them and see if it shows the same thing, or a worsening condition. Lot's of stories out there about guys who panicked over a single oil sample report that was bogus. Even the best labs have been known to see "phantom results" now and then - possibly from cross-contamination. Look for a trend before you react. Again, Mike Busch has some good articles on this as well...

This is a good point. You should also know that sometimes oil analysis doesn't help much. We've had engines showing good analysis results have a catastrophic failure 15 hrs after an analysis. It's not a bullet proof solution.
I agree that you should just fly it and be happy.

I bought mine under similar circumstances, 1170 SMOH, no top. Compressions all 75+, oil consumption at 1qt in 10+ hours. It now has about 1400 on it, no cylinder work, oil consumption exactly the same (changed from 15-50 to 100W after mechanic made a mistake and threw 100W in it during a change, no issues there). No engine analyzer, but CHT, EGT, Oil Temp/Pressure and fuel flow gauges and nothing has changed. Run it til it says no more, I'm in agreement, it'll give plenty of warning if you pay attention. Frankly I was a little nervous about a top when I bought it, figured it would need one shortly. That fear was unfounded, but I'm VERY careful with how I run it. I treat it like a turbo'd engine and use peak egt operations below 65% power.

When I bought my first 182 back in 1992 it had 1505 smoh and was out of annual,. It leaked a quart of oil an hour and was used for skydiving. I spent the first winter going through and replacing evey gasket that could be replaced without a tear down. Oil consumption went down to a quart every 15 hours and the belly was much cleaner.The compressions were all 72 and above. I flew jumpers with the plane for 4 summers and about 800 more hours. I replaced the mags, prop govener, starter, altenator, battery, oil cooler,and several other small things along the way. Never had to change a cylinder until I had a pilot trying to beat jumpers to the ground , shock cooled it and 2 cylinders lost compression. I also found a crack in my spinner plate and decided that since the prop had to come off I would pull the engine and have it overhauled. All the excessories were new or overhauled in the last few hundred hours so I just had the engine and carb overhauled. I flew it a couple of hundred hours after it was overhauled and sold it to a buddy of mine. It switched hands a couple of times and I bought it back with 900 hours smoh. flew it for another 300 hours and sold it to another buddy of mine. Never replaced a cylinder. I have heard the stories about 470 cylinders not making tbo but my experience has not shown that to be true. I have owned 3 182's and a 180 and, Knock on wood, Have never replaced a cylinder that I can remember, on my own planes.
You are getting sound advice from some very knowledgable folks on here and I don't consider my self to be one of them. I would fly the wings off of it. Have fun.

After completing my annual after the refurb, I have two cylinders that are heading into wonky territory with compressions at about 60 and with have correspondingly low CHT's. The other 4 cylinders are all nicely into the 70's and those CHT/EGT's all look great. The two sketchy cylinders need something done. The motor has 400 SMOH and the cylinders were overhauled, not replaced with new, during that major.
My question then is, does it make more sense to replace the two outliers with new factory cylinders at $1800 each or pull them and have them overhauled at about $1000 ea. My general thought is that I'll be moving toward a progressive top overhaul on an as needed basis. Looking for input.
Thanks!

Bumping this thread with an update, I've flown about 225 trouble free hours (1150 SMOH) on this engine, still running strong. On my last trip I had the oil pan crack, dumping about half of my oil overboard. The crack was in a small previously unseen crease on the pan where it looked like someone braced the engine while replacing the mounts at some point, and after years it finally cracked. On the upside, we got a good look at the bottom end of the engine while replacing the pan, and 3 mechanics agreed it looked to be in good shape. Ended having the carb overhauled as well, $1100 later I've got an old carb and a new yellow tag on it's way to me. In between a fresh gasket on the oil pan and reworking a crushed and ugly breather tube, my oil leaks will be almost nonexistent.