The PFD will give V2+10 but not more than 20° nose up during initial climb out. The JT8-217/219 engines are powerful and the rate of climb is high.

As soon as the aircraft is off the ground, PF calls for "Gear up". PNF will select gear up and call "Gear up selected". At 1500ft above field elevation PF calls for "Climb thrust". PNF will push CL button on thrust rating panel and call "Climb thrust set". Normally at 3000ft above field elevation, or at the initial altitude stated in SID one of the climb out scenarios is selected.

1. VNAV

This procedure is recommended for all normal operations with a serviceable FMS. The procedure is equally useful for continuous climb to cruise altitude as for low level step climbs. the FMS will control the autopilot and auto throttle to maintain a preselected vertical profile including speed altitude constrains.

2. VERT SPEED/SPD SELECT

This procedure is recommended when the departure procedure contains a low altitude (or flight level) level-off and a new clearance for a continuous climb is not to be expected. the procedure utilizes the ability of the autopilot to maintain a selected vertical speed and by the auto throttle to maintain a selected airspeed.

3. IAS/MACH

This procedure is recommended as an alternative method when a continuous climb to cruise altitude can be expected without intermediate low altitude level-off. the procedure utilizes the ability of the autopilot to maintain selected indicated airspeed, by controlling the pitch attitude and by the auto throttle to maintain the selected thrust limit by throttle command.

In this climb out there is a restriction of 5000ft. This is very common at many big airports. The VERT SPEED/SPD SELECT scenario is preferred in this situation until we have been cleared up to a higher flight level.

The autopilot may be engaged already when passing 200ft. Many pilots find the A/P somewhat rough at low speeds and prefer to fly manually until clean aircraft. The handling of the Flight Guidance Control Panel is the same, with or without the A/P engaged. During manual flying, the PNF will set the FGCP and the PF will follow the flight director. With the A/P engaged the PF will set up the FGCP and the A/P will follow the flight director. The difference is that during manual control the PF can disregard the flight director and make the climb out somewhat smother. The A/P will simply just follow the FD.

From now, the FMS is set up to NAV/VNAV mode. The FMA and ND will look like this. The FMS will control EPR (engine settings), NAV (lateral navigation) and VNAV (vertical navigation). FL 150 is set and armed for capture. Time to switch off the seatbealt sign and to read the climb checklist. And, why not, a cup off coffee.