This topic has come up a number of times on Tech Log. I wrote a reply (the day after Isat my ATPL Principle of Flight exam) on an earlier thread. You can search for it using "Mach TAS" .
Speeds/heights are based around a 737-300. No arguments please about speed of sound versus temperature please tefal heads - it is the way it is in aerodynamics.
Lets say take from Stansted, RWY 23, flap 5, acceleration altitude 1150 AMSL (800ft AAL).
Today lets say VR is 135 kts and V2 (take off safety speed is 150kts).
So at VR pull the stick back up to pitch attitude commanded by Flight Director.
Positive rate of climb - gear comes up. LNAV and then VNAV engaged to follow SID.
Accelerate to V2+20kts (170).
At acceleration altitude, nose is lowered to allow acceleration to clean speed. Around here vertical mode of autopilot can be changed to N1 or MCP SPD/VS. Dial up say 230kts and 2000fpm climb.
Flaps will be up between 210-220 kts dependant on aircraft weight. Accelerate to 250 kts.
Handover to London Control - "no speed maintain XXXXft on reaching, squawk ident etc"
Dial up 300 knots in the speed window and suitable ROC, best not to use LVL CHG or you go up a tad quick and set everyones TCAS off. So 300kts and 2000 fpm is a sensible starter.
We have to stay in MCP SPD and not VNAV as the FMC is programmed to command climb at 250 kts below FL100. On passing FL100 engage VNAV and the FMC will climb the aircraft at about 310-315 kts.
Afraid a little theory needed here:
As we climb the air temperature is decreasing so local speed of sound is decreasing. We are climbing at constant IAS and as air pressure and temperature are decreasing our TAS is increasing. So we have a problem. If we continue to climb at constant IAS we will eventually have a TAS = speed of sound. Well not quite but it will reach what is called Vcrit - the point where at some point over the aerofoils or the aircraft the velocity of the air passing reaches the speed of sound. In reality we have speeds called Vmo and Mmo which represent the max IAS and Mach respectively we can fly at without encroaching on Vcrit. Exceeding Vcrit will cause buffet and shock stall over the control surfaces - which is not good for us. Remember the air accelerates as it passes over the wing - so you can get supersonic flow over a conventional airliner wing at about Mach 0.75.
To solve this problem (exceeding Vmo in a climb at constant IAS and exceeding Mmo in a constant mach descent_ we change from climbing at constant IAS to constant Mach at around FL260 and vice versa in a descent.
So FL260 - FMC commands climb at constant mach (about 0.74) vice constant IAS (310kts).
TOC - FMC commands cruise at cruise speed, typically about 0.74 again.
TOD - FMC commands descent at constant Mach about 0.74, thrust levers are retarded and speed is controlled largerly by pitch.
FL260 - cease descent at constant mach. Typical FMC profile will be 300kts descent. This is all the reverse of what was explained above.
FL120 - begin reducing to speed 250 kts for speed restriction.
FL100 - 250 kts
Downwind - reduce to about 220 kts
Base - reduce to 180 kts, flap extension starts at about 210 kts.
Once established localizer most airport ATC want 160 kts til 4 miles from a 737 size aircraft.
4 miles from touchdown, reduce to approach speed Vref (which must be 1.3 V stall).
Over the treshold - Vref
Touchdown - Vstall x 1.15
Reverse, spoilers, 80 knots, manual brakes, "next exit ground 1xx.xx" etc.
Hope thats what u wanted.