Thanks Mike, but the Seneca I flew was a low time airplane and even though I used fairly high cruise settings (32" MP & 2400RPM) I was careful about cooling the engines down---same thing with the Skymaster with the same engines.
Early on, as a pilot in light recips for Cal Air Freight (now Ameriflight), I was taught to reduce power settings at the rate of 1" MP per minute to avoid cooling the cylinders too rapidly, and that formula or it's approximation works well. I try to plan descents so that I can trade altitude for power at that rate at least until the MP gets out of the turbo--around 20" or below. Gentle cooling techniques work wonders with any recip engine and even when I'm running a turbine I still don't just yank the throttles back---(not goin'ta do it!--wouldn't be prudent!---G Bush Sr)
I'm liking the fireflyr guy more and more...
that's the way I've always ran turbo engines and have never had a problem with cracked cylinders and what not.
Since the Seneca II are turbo'd, spend alot of time looking at the maint. history and operating practices of the owner (if possible) during the pre purchase. If they are swapping cylinders every couple hundred hours or so, they aren't running the airplane right. Keep looking or be prepared to spend a little coin on the first couple annuals getting the engines in shape.
I've got a little time in Seneca's, but my money would be in a same year Aztec... More room, (though you do give up the big door in back), no turbo's, fuel injected, and those big lycomings will last for ever if taken care of. Of course, so will big Continetals, but the lyc's are more tollerant of ham fisted pilots it seems.
I've also heard the Seneca's tend to wallow about a bit in turbulence, but never saw it myself.
Good luck on your search.
