We most often used a constant airspeed then constant mach climb then cruise, same for descent. In the FMS birds a mode called Flight Level Change in climbs set the selected climb thrust and maintained speed via pitch. Hand flying one could pretty well keep the speed in the climb accurately by following the flight director pitch. Both the 737 and 747 with their underslung engine pods required very little trim to no change on level off because of the thrust reduction.
In the non FMS birds planning descent was a little more of an art, but one bolstered by experience. In effect a rule of thumb of three miles forward to each thousand feet of descent till 10,000', which was usually planned to be at 250 knots 30 miles out. With wind entered, possible icing, speed, weight and all the other stuff the MS would figure out the descent path, implemented as a VNAV descent.
The little combi's were a lot of fun to fly and we went into all sorts of places, in all sorts of conditions.
: )
In the non FMS birds planning descent was a little more of an art, but one bolstered by experience. In effect a rule of thumb of three miles forward to each thousand feet of descent till 10,000', which was usually planned to be at 250 knots 30 miles out. With wind entered, possible icing, speed, weight and all the other stuff the MS would figure out the descent path, implemented as a VNAV descent.
The little combi's were a lot of fun to fly and we went into all sorts of places, in all sorts of conditions.
: )
