Just as Benitto says,
I usually take off at maximum takeoff weight. I've been known to go a little over the limit...boooo, hissss.
As soon as I have wheels up I immediately engage the auto pilot and began trimming her out to about a 500ft./min. climb.
I then jump back to "my office" and start managing the inter-cooler, cowl flaps, adjusting the RPM and the MP levels.
I then jump back up front to show those  clowns how to navigate to the next VOR radial. I show them how to bank the aircraft, fly a heading correctly, bring up the flaps on schedule, and do a little more trimming of the ol' girl.
I jump back to the office and do a little more systems management and yes keep my good eye on those  clowns that are up front, pffftt... they'll tear up my aircraft if I don't watch 'em !
When I reach my usual flight level of 25,000 ft depending on "winds aloft", I settle in to properly setting RPM, fuel mixture, MP settings..etc; then I start pumping in more oil to the engines to replace what we burned off during our climb. I then readjust the inter-cooler, cowl flap settings and the ram air inlets if need be.
I check that navigator's calculations also.
About the only thing I let that right seat yahoo touch is the turbos from time to time.
Looking at my flight engineer's panel up above I do everything I can to keep those engines cool. I had the #2 cowl flaps at about 6 1/2 inches. Man o man we were about to jam those babies but it looks like my IAS was prolly just a little under 150 kts. indicated. ( hard to see )
She has been an absolute dream to be with, however, I saw another  engined babe going by just the other day and man o man she looks like she's got some experience and fine curvy lines to boot!