Kyle Boatright ha scritto:

Several questions:

What do you mean by hot? What were the CHT's and Oil Temperatures? What=
do
they normally run?
Maximum Oil temperatures 240=B0 F
Maximum CHT 460=B0 F

We were running about 210=B0 F for Oil and 420=B0F for CHT.

Anyway.. this was in the middle fourth quarter of the indication ranges
something like "hot".. :-)
Normally, if you operate properly with cowl flaps and mixture leaning,
they run right in the middle except during climbs or descends were they
became hotter and colder namely.

The strange was that we were not able to cool them down opening the
cowl flaps
The EGT's were at the minimum indications (like we has not leaned at
all)
but the Flow Meters were like the leaned properly.
According to the POH it should have been 23.6 Gal / hour which means
about 12
for each engine like I was reading.
Just the left engines was overhauled while the right has still 600
hours.
They were behaving exactly the same way..
It can't be the same kind of inconvenience to both engines, oil, cht,
egt indicators and mixture levers....

Could it have something to do with the fuel we put during the second
flight ?


What % of full power is 29" and 2400 RPM? I realize you're flying a
turbocharged aircraft, but 24" and 2400 RPM is usually something like 75%,
so I'd guess 29" and 2400 RPM is well over 75%.

Well not.. TSIO 360EB can run up to 40" as maximum continuos power if
you are able to cool the engine properly (i.e. during a descend from a
level higher than the single engine ceiling)

According to the POH of the Seneca II this setting is 75% of power
which is
also the reccomended setting for the first 25 hours after a major
overhaul like the one undergone by my left engine.



What is the recommended max cruise setting for these engines?
75%

Am I correct in assuming these are Continental 210 hp engines?
They are Continental engines rated for 200hp at sea level
and 215hp at 12,000ft



"Silvio Mecucci" wrote in message
oups.com...
Hi all,
Yesterday I was flying on a Seneca II equipped with TSIO 360EB Teledyne
Continental engines.
The first flight (Dusseldorf-Milan) took 2 hours, FL 140, everything
working perfectly adn according to the manual.
The second flight (Milan-Rome) had the following inconvenience on BOTH
engines:
At FL 130 29" MAP 2400rpm the indicated fuel flow was 12 Gal/Hours
but the Mixture control lever were in the "Full Rich" position.
I could not move them to lean mixture since the fuel flow was going
down to less than 12. The speed was correct (about 170 KTAS), and the
engines were both a little bit too hot, but not that much.
I repeat it was behaving like this for BOTH engines. And this
sound strange and new to me..

I still have to fly again with the same plane, and it will be checked
by a specialist before, but, is there anybody who has an idea about
what was happening ?

Silvio