I would never let my engine's CHT's reach 466F, for any period of time, even during takeoff. Althought the manual says that below 475 (Lycoming) or 460 (TCM) is within limits, Lycoming says, at its website, that, to achieve the recomended TBO, the CHTs should not exceed 400F.
From Lycoming website:
"Minimum in-flight CHT should be 150ø F (65ø C), and maximum in most direct drive normally aspirated Lycoming engines is 500ø F (260ø C). Some of our higher powered more complex engines have a maximum limit of 475ø F (245ø C). Although these are minimum and maximum limits, the pilot should operate his or her engine at more reasonable temperatures in order to achieve the expected overhaul life of the powerplant. In our many years of building engines, the engines have benefited during continuous operation by keeping CHT below 400ø F in order to achieve best life and wear of the powerplant. In general, it would be normal during all year operations, in climb and cruise to see head temperatures in the range of 350ø F to 435ø F."
Well, 466F during climb is not normal to me, and not for Lycoming, too. Also, a less perfect cooling must be fixed, or the climb procedure revised, in order to achieve a temperature that don't compromise the cilinder's life.
A maintenance/safe/cost-wise pilot would not climb with such high CHT.