air speed indicator

In an aircraft the speed is “measured” with a pitot tube. Together with the static pressure one can determine not the speed of the aircraft, but the speed of the air flowing around the aircraft, the airspeed. Thus the speed of the aircraft relative to the airmass it is flying in.

These six basic flight instruments are the following:

• Altimeter (Pitot Static System)
• Airspeed Indicator (Pitot Static System)
• Vertical Speed Indicator (Pitot Static System)
• Attitude Indicator (Gyroscopic System)
• Heading Indicator (Gyroscopic System)
• Turn Coordinator (Gyroscopic System)

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The true airspeed (TAS; also KTAS, for knots true airspeed) of an aircraft is the speed of the aircraft relative to the airmass in which it is flying.

TAS is the actual speed of the Aircraft through the air. As you climb less pressure is exerted on to the Pitot tube so the IAS decreases however TAS increases. That is why planes fly so high because there are fewer molecules and so less drag and so you’re able to decrease fuel consumption.

Supersonic speed is the speed of an object that exceeds the speed of sound (Mach 1). For objects traveling in dry air of a temperature of 20 °C (68 °F) at sea level, this speed is approximately 343.2 m/s (1,126 ft/s; 768 mph; 667.1 kn; 1,236 km/h).

At sea level in the International Standard Atmosphere (ISA) (ISA), and at slow speeds where air compressibility is negligible, IAS corresponds to TAS. The ASI will indicate less than TAS when the air density decreases due to increase in altitude or temperature. For this reason, TAS cannot be measured directly.

2) True Airspeed (TAS) As you climb, true airspeed is higher than your indicated airspeed. Pressure decreases with higher altitudes, so for any given true airspeed, as you climb, fewer and fewer air molecules will enter the pitot tube. Because of that, indicated airspeed will be less than true airspeed.

At low altitudes, such as those usually used by private pilots, TAS and IAS are very similar, but they can vary quite a lot as aircraft fly higher. As an approximate rule of thumb, the difference is about 2% per 1000 ft up to about 10,000 ft, so an IAS of 150 kts equates to a TAS of around 180 kts at 10,000 ft.

Read your altitude above Mean Sea Level (MSL) on your altimeter, based on the proper altimeter setting. Mathematically increase your indicated airspeed (IAS) by 2% per thousand feet of altitude to obtain the true airspeed (TAS).

If you are dealing with an older airplane without a detailed POH, you can develop TAS via an E6B flight computer by inputting altitude, temperature, and indicated airspeed. You can also use this technique with a modern airplane to verify or fine tune the numbers found in the performance section of the POH.

When altitude or air temperature increase the density of air decreases and so true airspeed increases. This is because there is less air to put up resistance against the aircraft moving forward so the aircraft moves faster through the air.

Technique #1: The E6B

1. Choose your cruise altitude.
2. Get the barometric setting from the current METAR.
3. Look up your expected cruise speed from your operator’s manual. Or, if you’ve been flying for a while you will know this number.
4. Then you need the temperature at the planned altitude. This is a little bit trickier.

The true airspeed (TAS; also KTAS, for knots true airspeed) of an aircraft is the speed of the aircraft relative to the air mass through which it is flying. The true airspeed is important information for accurate navigation of an aircraft. The IAS meter reads very nearly the TAS at lower altitude and at lower speed.

Indicated Airspeed

For a given power setting, True Airspeed increases with altitude because there is less drag due to the air being less dense. Aircraft are more efficient at high altitude because of this simple fact.

29.92 in

Whatever value it reads is pressure altitude. That’s a pretty simple formula since two of the variables will always be the same and the other two are easy enough to find. Let’s say our current altimeter setting is 29.45 and the field elevation is 5,000 feet. That means (29.92 – 29.45) x 1,000 + 5,000 = 5,470 feet.

A normal takeoff is one in which the airplane is headed into the wind, or the wind is very light. Also, the takeoff surface is firm and of sufficient length to permit the airplane to gradually accelerate to normal lift-off and climb-out speed, and there are no obstructions along the takeoff path.

To solve for distance use the formula for distance d = st, or distance equals speed times time. Rate and speed are similar since they both represent some distance per unit time like miles per hour or kilometers per hour. If rate r is the same as speed s, r = s = d/t.

The speeds needed for takeoff are relative to the motion of the air (indicated airspeed). Typical takeoff air speeds for jetliners are in the range of 240–285 km/h (130–154 kn; 149–177 mph). Light aircraft, such as a Cessna 150, take off at around 100 km/h (54 kn; 62 mph). Ultralights have even lower takeoff speeds.

approximately 150 to 165 MPH

Aircraft usually turn after takeoff for several reasons, one is to follow a departure procedure, turning to avoid obstacles (buildings, mountains) or they can simply be turning in the direction of their destination. At major airports aircraft are turned soon after takeoff to allow the following aircraft to depart.