Specifically, that meant careful leaning and attention to
cowl flaps and preventive maintenance of the turbo.
Both the Bearhawk and the 180 have
cowl flaps and a Johnson bar--a big handle on the floor between the seats--for wing flaps.
For example, don't set power, then jump over to turn off a fuel pump, then jump back to check the
cowl flaps. Instead, put those items into an order that minimizes your motion as you perform each item one after the other.
On clearing the runway, we may need to raise wing flaps (not the gear!), open
cowl flaps, turn off lights or perform other tasks.
Impact air against the airplane, flexing of the fuselage and pressure-box buildup within the cowling can reposition inspection covers, baffling,
cowl flaps and doors.
I offered a list of items that ranged from power settings to pressurization to leaning and use of
cowl flaps with autopilot usage along the way.
But you got something wrong--the model 700P doesn't have
cowl flaps.
* Attitude: Trim and check
cowl flaps while not in motion
Really wrong: Your flaps are still at approach setting; your
cowl flaps must be closed because your CHT is redlined (top right of pilot yoke), your prop de-ice current draw is pegged (right meter below the radios--difficult to see), and SLI is the wrong frequency if you were planning to use it for backup.
At high climb angles, the air still flows in and over the top of the engine and then down and out of the shark gills and
cowl flaps. In a descent with the
cowl flaps closed, a molded hood in the cowling intake traps the downward ram air creating a high-pressure point and minimizing airflow.
It's common to have to open
cowl flaps at least partially to keep CHTs under control up high.
