The Airspeed Indicator & Types of Airspeed (IAS, CAS, EAS, TAS & GS) 

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VERY USEFULLL BASIC INFORMATIONS

Wow! I love your approach to explaining and teaching. Thank you! (also you can trick TTS to pronouncing acronyms correctly by separating the letters - in your script you can write "I A S" rather than "IAS" or "ias" where it might pronounce it incorrectly) I love your videos!!!

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i am really enjoying it and, also at the same time i am learning a lot..i hope that it is also in a dvd format so that i can buy it and be able to watch it if i don't have internet connection..if you do have it in a dvd format please let me know..i know that i'm an old-timer..thanks

Useful method to remember different speeds and their corrections: ICE T Is a Pretty Cool Drink IAS -> Instrument and Position error = CAS -> Compressibility error = EAS -> Density error = TAS Try drawing it on a paper, it will be even clearer!

Perfectly

Pitot is pronounced "pee' toe". Thanks for your good work for pilots.

As far a PP tests go: would a deviation of 10Cº from the ISA correspond to roughly the same as 1000 ft (that is, +10Cº to +2% TAS) ? I'm aware the E6B is a logarithmic slide rule, so results become worser and worser approximations as one deviates more from the ISA.

10:43 I am sorry isnt this the whole reason of the static port feeding into the airspeed indicator to equalize the pressure and density of the air, or am I missing something?

Hello! In the example of TRUE AIRSPEED, after getting the percentage as 20 then why do we multiply 110 x (0.20) 0r 110 x (1.20) to get the true airspeed 132?

Could someone please explain at 15:48. I don't understand the 11?

Static ports open directly to the outside of fuselage. When aircraft is flying, there will be air flowing outside of static port. How does this not cause a vacuum effect inside the static port. Due to the Bernoulli Effect, as the speed of air flowing outside of fuselage increases, the pressure inside static port should decrease. This means, on same altitude, depending on my aircrafts speed, I will read different values on my altimeter. What prevents this ?

Doubt: Regarding GS... The dynamic pressure on the Pitot tube should change in head winds or tail winds.. Thus the IAS itself should change in headwind or tailwind... For e.g. An aircraft in calm wind shows IAS 100 knots.. Assuming at 1000 feet.. TAS also approx 100 or 102 knots.. .. Now there's a strong headwind, whether the a/c IAS still show 100 knots with the same power by the engine?? I guess it should show higher speed as the pressure is higher now.... Sorry if it's stupid!!!

I have a question about TAS calculation (14:48 in the video). There is OAT assumed as 5 grad. What if there’s 10 or 15? The rule of 1000 ft is applied only to density? How does temperature fits here. Thx

An airspeed indicator is an essential instrument in an aircraft's cockpit that measures the aircraft's speed through the air, known as airspeed. It displays the airspeed in knots, miles per hour, or kilometers per hour. The airspeed indicator is a critical component in aviation as it helps the pilot to maintain a safe and efficient flight path. There are different types of airspeeds that an airspeed indicator measures, including: 1. Indicated Airspeed (IAS): This is the airspeed that the airspeed indicator displays. It is measured relative to the aircraft's reference point, which is typically the leading edge of the wing. IAS is the speed that the pilot sees on the airspeed indicator, and it is affected by factors such as altitude, air density, and angle of attack. 2. Calibrated Airspeed (CAS): This is the true airspeed corrected for instrument error, altitude, and air density. CAS is the actual speed of the aircraft through the air, and it is the speed that is used to calculate other important parameters such as lift, drag, and range. 3. Equivalent Airspeed (EAS): This is the airspeed that an aircraft would have at standard sea level conditions (ISA) and zero altitude, given the same lift and drag as the actual flight conditions. EAS is used to compare the performance of an aircraft at different altitudes and air densities. 4. True Airspeed (TAS): This is the airspeed corrected for the effects of wind. TAS is the speed at which the aircraft is moving relative to the ground, and it is the speed that is used to calculate ground speed. 5. Ground Speed (GS): This is the speed at which the aircraft is moving relative to the ground, taking into account the effects of wind. GS is important for navigation and is used to calculate the time required to reach a destination. In summary, the airspeed indicator measures IAS, which is corrected to CAS, EAS, and TAS to provide the pilot with accurate information about the aircraft's speed and performance. GS is then calculated based on the TAS and wind information.

Is it safe to fly constantly at the yellow speeds ?

9:40 that's one complicated formula...

My understanding is aerodynamic pressure on the airframe is based on TAS not IAS . In an airrace I saw a plane delaminate in a shallow dive and suspect the crew were watching IAS and not TAS to ensure they stayed below VNE . Flutter ensued and they both perished - Is my understanding correct ?

How is instrument error corrected by the calibrated air speed? (Understood that positional error can be corrected by the calibration table)

The computer voice has me burned out. good presentation on all your videos but the voice cooked me. Thanks. Signed, "Pit ut tube".

At higher altitudes the dynamic pressure is lesser, therefore ASI will under read.

Ram Pressure - Static Pressure = Dynamic Pressure or FAA H 8083 15B: 5-8: D=S and T …..T also means ram?