C-182's to avoid?

wrote:

On Nov 13, 10:50 am, Newps wrote:


To this day I would not want Continental cylinders. They still
cannot make a cylinder that reliably goes to TBO. Their bottom ends
will go forever but get either ECI or Superior cylinders if you ever


Except that those cylinders already have ADs against them...

Dan


Only the ECI classic cast cylinders for ECI. If you get their premium
ECI Titans, those do not have an AD against them. I don't know about
Superior.

wrote:
On Nov 13, 10:50 am, Newps wrote:


To this day I would not want Continental cylinders. They still
cannot make a cylinder that reliably goes to TBO. Their bottom ends
will go forever but get either ECI or Superior cylinders if you ever


Except that those cylinders already have ADs against them...

All were fixed, at no charge.

Ray Andraka wrote:

wrote:

On Nov 13, 10:50 am, Newps wrote:


To this day I would not want Continental cylinders. They still
cannot make a cylinder that reliably goes to TBO. Their bottom ends
will go forever but get either ECI or Superior cylinders if you ever



Except that those cylinders already have ADs against them...

Dan


Only the ECI classic cast cylinders for ECI. If you get their premium
ECI Titans, those do not have an AD against them. I don't know about
Superior.

Superiors had an AD for a short run of cylinders. Like ECI, Superior
took care of the problem at no cost to the owner, other than the
downtime. Lyc and Continental could learn some things from these guys.

Is there a line in time or models where 182's should be avoided?

Better an older 182 or a newer 177 with 180 hp constant speed?

IMHO it's a dicey time to be buying any big-bore, fuel-injected, 200+
horsepower airplane. With 100 LL on its way out -- and no approved
replacement in the wings -- prices of these birds have no where to go
but down.

If I were looking for a plane like this (and I own a very similar
airplane) I would restrict my search to normally-aspirated, low
compression engines that can run on mogas. (Although even that is a
crap-shoot now, with mandatory ethanol pollution in many states.) At
least you'll have a plane that can be used (and sold) at some point
down the line.

Unless oil prices stabilize -- which seems unlikely -- the market for
gasoline-powered, high-compression aircraft will remain very, very
uncertain.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

The O-470 is a low compression engine that runs on mogas. You ought to
know, Jay, you've filled our 182 up from the Grape several times now.

Jim

--
"If you think you can, or think you can't, you're right."
--Henry Ford

"Jay Honeck" wrote in message
ups.com...
Is there a line in time or models where 182's should be avoided?

Better an older 182 or a newer 177 with 180 hp constant speed?

IMHO it's a dicey time to be buying any big-bore, fuel-injected, 200+
horsepower airplane. With 100 LL on its way out -- and no approved
replacement in the wings -- prices of these birds have no where to go
but down.

If I were looking for a plane like this (and I own a very similar
airplane) I would restrict my search to normally-aspirated, low
compression engines that can run on mogas. (Although even that is a
crap-shoot now, with mandatory ethanol pollution in many states.) At
least you'll have a plane that can be used (and sold) at some point
down the line.

Unless oil prices stabilize -- which seems unlikely -- the market for
gasoline-powered, high-compression aircraft will remain very, very
uncertain.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:
Is there a line in time or models where 182's should be avoided?

Better an older 182 or a newer 177 with 180 hp constant speed?

IMHO it's a dicey time to be buying any big-bore, fuel-injected, 200+
horsepower airplane. With 100 LL on its way out -- and no approved
replacement in the wings -- prices of these birds have no where to go
but down.

If I were looking for a plane like this (and I own a very similar
airplane) I would restrict my search to normally-aspirated, low
compression engines that can run on mogas. (Although even that is a
crap-shoot now, with mandatory ethanol pollution in many states.) At
least you'll have a plane that can be used (and sold) at some point
down the line.

Jay, my 1967 C-182 ran just fine on auto gas.

Matt

Alan Browne wrote:

I was speaking with a somewhat smug fellow the other day who claimed

Thanks everyone for your replies.

Cheers,
Alan

Jay Honeck wrote:


IMHO it's a dicey time to be buying any big-bore, fuel-injected, 200+
horsepower airplane. With 100 LL on its way out

I've been hearing that for 15 years. It's no more true today than back
then.




-- and no approved
replacement in the wings


92UL is but a few signatures away. A very tiny number of engines can't
use it but everything else can.




-- prices of these birds have no where to go
but down.

Merely a downturn as in the 70's. Aviation is cyclical.



If I were looking for a plane like this (and I own a very similar
airplane) I would restrict my search to normally-aspirated, low
compression engines that can run on mogas. (Although even that is a
crap-shoot now, with mandatory ethanol pollution in many states.) At
least you'll have a plane that can be used (and sold) at some point
down the line.


Buying a plane that can run on mogas has a lower life expectancy than
100LL. Won't be long before all mogas has alcohol.

Check:

http://download.aopa.org/epilot/2007/071114epa.pdf

The O-470 is a low compression engine that runs on mogas. You ought to
know, Jay, you've filled our 182 up from the Grape several times now.

Yep, I know. But the OP was asking about which models to avoid, so I
was suggesting that he avoid the later fuel-injected, high compression
models that can only run on 100 LL.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"