HiAfter V2 and liftoff, the AT automatically reads 20 KIAS above V2. Climbing through to 10,000 (assuming USA) what should you set the speed to?I have been after reaching 1500 feet, changing the MCP speed to read around 195 KIAS and maintaining this speed with pitch until 10.000 feet.After 10.000 feet I alter the speed to 275 until cruise altitude,Is this correct?I haven't been having hassles with these speeds, but am wondering if this is more or less standard (assuming no wind, turbulence, etc)Thanks, Iain

HiAfter V2 and liftoff, the AT automatically reads 20 KIAS above V2. Climbing through to 10,000 (assuming USA) what should you set the speed to?I have been after reaching 1500 feet, changing the MCP speed to read around 195 KIAS and maintaining this speed with pitch until 10.000 feet.After 10.000 feet I alter the speed to 275 until cruise altitude,Is this correct?I haven't been having hassles with these speeds, but am wondering if this is more or less standard (assuming no wind, turbulence, etc)Thanks, Iain

You can set the speed to whatever you wish as long as you don't stall or overspeed. The FMC is great so use that to calculate the proper speed.

I've never been in a 737 in FS but in the mD11 after you've programmed the fmc correct it indicates an economic crz-speed which the A/P automatically holds. I guess the 737 FMC will show the climb/crz-speed as well as the MD11 ?

Unless ATC restrictions exist, a good rule of thumb is to maintain V2+20 until "acceleration height" which is usually an airline independent procedural altitude above ground level. 3,000' AGL is not a bad guideline. Then decrease pitch and accelerate to 250 KIAS, retracting flaps accordingly then pitch up and climb to 10,000' at 250. Then pitch down again and accelerate to 290 KIAS, climb at 290 KIAS until you reach Mach .73 and then climb to cruise at M.73. As you gain altitude obviously your vertical speed will decrease to maintain speed at a specific N1 AT setting.Of course these are rough numbers you can use in "dumb" aircraft but in a model with a working FMS, let VNAV handle it.BTW - The speeds above are different depending on the aircraft but they will get you in the general vicinity.

Unless ATC restrictions exist, a good rule of thumb is to maintain V2+20 until "acceleration height" which is usually an airline independent procedural altitude above ground level. 3,000' AGL is not a bad guideline. Then decrease pitch and accelerate to 250 KIAS, retracting flaps accordingly then pitch up and climb to 10,000' at 250. Then pitch down again and accelerate to 290 KIAS, climb at 290 KIAS until you reach Mach .73 and then climb to cruise at M.73. As you gain altitude obviously your vertical speed will decrease to maintain speed at a specific N1 AT setting.Of course these are rough numbers you can use in "dumb" aircraft but in a model with a working FMS, let VNAV handle it.BTW - The speeds above are different depending on the aircraft but they will get you in the general vicinity.

Many thanks pilots!I realize that the number differ according to type of aircraft and other variables. I was after rough numbers.I have read what @nharwood suggests in other literature, but became confused when I read something different in another forum (alwasy a worry when you stray from forum to forum) It's true that VNAV and FMC will calculate these things. But I was hunting for numbers for manual style flying.Thank you again, Iain

Hi,You usually maintain V2+10 or speed at lift-off, whichever is higher until acceleration altitude, then you typically accelerate to 250 kts (below 10,000 ft) cleaning up on the way, unless there are speed restrictions on the SID, or by ATC.If you are given "no speed" by ATC below 10,000 ft, or you are accelerating above 10,000 ft, you climb at a speed that gives your climb Mach at Mach transition altitude (somewhere around FL200-FL250). At this altitude you switch from climb IAS to climb Mach, at the point that your climb IAS (e.g. 300 kts) equals your climb Mach number (e.g. Mach 0.70). The aircraft then flies Mach, and IAS starts to reduce for the remainder of the climb.Best regards,Robin.

Thanks - very helpful :)