You’re probably right - no arguments there.
I’m just using it consistently to educate users about IAS/GS/TAS and why they’re hitting the overspeed alarm/getting violations because they can’t fly their aircraft at 500kts as they’re seeing others are on FR24 
Yeah, that makes practical sense. And that part looks good.
Where did you find this page in simbrief?
IRL it’s meant to be transition to Mach whenever the IAS/Mach actually converge and that’s dependent on outside air temperature. It’s not always the same altitude but IF simplifies it to FL280 and Simbrief is generalizing it to any altitude above 30,000 ft
So, apparently? (getting into the weeds a bit to keep it straight in my own head):
And the only difference between Airbus and Boeing for the above is that Airbus throttles stay fixed in the detent while Boeing’s move, to maintain the CLB autothrottle thrust setting.
TL;DR: So, in climb: climb thrust sets the ceiling (derating with altitude), pitch holds IAS, and Mach creeps up until it takes over.
How come calibrated air speeds and other equivalent air speeds wasn’t mentioned?
That was written 8 years ago.
I barely remember what I did yesterday. Even less why someone else did what they did back then.
Who knows? 
Very aircraft intallation dependent so beyond the scope of a sim in general.
Yeah. There’s no point in bring it up if it’s already been a long time, I was just curious myself 
I once flew up to FL500 in a real jet, it was a while ago, but if I remember correctly we had about a 20 knot window between stalling due to IAS and over speeding Mach. Very uncomfortable spot to be in, especially if you have a rapid decompression and need to dive down quick 
I was surprised to read how narrow that window is for commercial jets including the 747, though at the service ceiling. The U2 is something like 5kts! Any turbulence changing the AOA unexpectedly, and down it goes! So, typical operations are at lower altitudes with the bigger safety margin gap.
But I was surprised when I read you were actually at that
altitude!
Old story but,
I was flying an American 777-223 from ORD-HNL on infinite flight sometime in 2022..
As I got up to around 35,000 on this 11 hour-over-night long-haul, I was flying at 155 knots (KIAS) with flaps 1, Mach indicator shows 0.83, or something like that.
this is caused by change in actual KIAS (knots indicated: airspeed) which decreases as you fly higher in altitude. Make sure to watch your speed! I monitor my flight from takeoff to cruise, then from descent to landing, making sure my speed isn’t too low, or too high.
It’s in user guide.
There, you can learn the features and navigate. Scroll down or hit “Aircraft Info” to find specifics.
I think you must be mistaken on 0.83 Mach for 155kts IAS at 35,000 feet. Maybe more like Mach 0.5 or something.
AI gave about 60,000 feet altitude to produce that discrepancy between IAS and Mach.
EAS, which differs from IAS at low altitude but only marginally higher up actually IS the displayed “IAS” in IF. Laura said it somewhere recently.
This site is really helpful about these speed questions:
In modern airliners, the cockpit shows IAS, TAS, and Mach, with IAS effectively corrected by the air data computer to be CAS‑equivalent, while TAS and Mach are derived from that baseline.
Pilots never see or use EAS, because it’s an engineering refinement that corrects CAS for compressibility and is only applied in certification to define aerodynamic loads and performance limits.
Those EAS‑based limits are then translated into the IAS and Mach values published in flight manuals, so pilots simply fly the displayed speeds without needing to calculate or reference EAS themselves.
I know, but EAS is displayed in IF. Laura confirmed this:
Yes, that’s consistent: IF is displaying EAS, so installation error (CAS) and compressibility effects are not separately modeled. In that case, the only difference between EAS and TAS comes from density altitude, i.e. static pressure and temperature.
Installation and compressibility effects are excluded from the simulation, most likely due to limited data availability and the relatively small magnitude of these errors, which offer diminishing practical relevance.
(So, pilots irl are flying by speed numbers that include compressibility error, but the operational limits they’re given already account for that error.)
