DC9 The first "hard level" is 5 000ft, that was set on the APS. When airborne, tower will check that our transponder is working, and tell us to contact departure (frequency to be found on the ASIR). If our transponder is not working, we are not allowed to continue. That is why most A/C got two sets of transponders. The reason for all this, is that ATC radar does not show anything without transponder.

Departure: Scandinavian 149 climb to flight level 180.
Copilot: Scandinavian 149, climbing to flight level 180.

As we pass FL100, disconnect IAS hold and use Vert Speed instead. Rate of climb 1 000 ft/min and accelerate to our normal climb speed of 300 kt. Lift the nose and use autopilot in IAS hold mode again.

At approximately FL 280 we will meet Mach .74, use autopilot Mach-hold mode from now on. In this flight to ESGG FL 280 will be our cruising level, we will not have to use Mach-hold.

1 000 ft before FL 280, the copilot will call PRELEVEL. Disconnect IAS hold and use VERT SPEED 1000 ft/min. 700 ft before FL280, we will hear a beeping sound and the prelevel light will illuminate. The APS will capture FL280.
Unfortunately, the standard Microsoft autopilot in FS, does not contain any IAS hold. When engaging IAS on the autothrottle, you will be in Vert speed mode on the autopilot. That is NO GOOD. The autothrottle can not use more than full thrust, and the speed will drop, if the vert speed is to high.
When using IAS on a real DC9, the A/P will use the pitch to maintain that speed. In this case 300kt. If we retard the throttles to idle, the A/P will lower the nose and start a descend, still keeping 300kt.
Of course we use vert speed a lot, but not in a long climb. The speed will have to be monitored all the time, we can end up in a very nasty situation.

Go back toFlying the CLASSIC. Move on toCruise.