what do we need so many different airspeed?
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You've only listed two speeds - TAS and GS. TAS is your speed through the air and GS is your speed over the ground.
Mach is a ratio, and the rest of those are measures of pressure.
Mach is a ratio, and the rest of those are measures of pressure.
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is that mean there are more than two airspeed?
and may i ask why is ias so important on takeoff and landing?
sorry for the stupid questions, i'm reading the bak and got a bit confused
and may i ask why is ias so important on takeoff and landing?
sorry for the stupid questions, i'm reading the bak and got a bit confused
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IAS is the pilot's direct indication of EAS - which is essentially a direct measure of dynamic pressure. The wings react to dynamic pressure. At takeoff and landing speeds there is almost no difference between IAS and EAS. Any difference will be accounted for and the speeds published in IAS for a pilot's reference will reflect those differences.
From an engineer's POV, the airspeed indicator should be calibrated in units of pressure such as millibars. But from a pilot's POV, pressure doesn't make sense. They've calibrated the pressure indications for a standard day at SL, meaning that under those conditions, IAS will equal TAS. As altitude increases, IAS will decrease compared to TAS.
From an engineer's POV, the airspeed indicator should be calibrated in units of pressure such as millibars. But from a pilot's POV, pressure doesn't make sense. They've calibrated the pressure indications for a standard day at SL, meaning that under those conditions, IAS will equal TAS. As altitude increases, IAS will decrease compared to TAS.
Yes, IAS is the indicated airspeed - which the wings are flying at. Obviously this is most important for lift, drag, (stall) and control response.
As italia suggests; airspeed is measured as air molecules causing a pressure rise in the pitot probe due to the forward motion of the aircraft. This pressure is then corrected for many factors such as probe position error, instrument reading error, atmospheric density, etc. etc. to give an IAS reading in the cockpit. I invented a long mnemonic to remember all the CAS, EAS etc. to pass my ATPL exams, but have forgotten it now! The higher you fly, the less dense the air gets, so there are fewer air molecules causing less pressure in the pitot tube for a given speed. Therefore although an observer might see that you were flying at say 280knots, your cockpit gauge might only read 220knots. The former is the TAS, (true airspeed), the latter is the IAS.
Mach is the speed of sound for a given atmospheric density and temperature and is the speed of a pressure wave - which is what sound is - and is around 720Knots, depending on atmospheric density. Aircraft have a Mach indication because at high altitude and speeds, the speed of the pressure wave becomes important for the aerodynamics of the wing and fuselage; If the aircraft is flying at or faster than Mach 1, the pressure 'message' to the air molecules ahead of the aircraft to get out of the way cannot reach them before the aircraft actually does, and this causes a huge increase in drag. Speeds approaching Mach 1 can be seen over the tops of the wings even when the aircraft is flying below Mach 1, so aircraft are designed to have a maximum economic Mach number, in the region of say 0.73 to 0.84, although speeds greater than Mach 1 can be designed for, e.g. Concorde.
Ground speed is only really important for predictions of estimated time of arrival, and how much fuel you will use, which the wings don't care about, although Airbus for one also use groundspeed as a function in approach airspeed calculations.
As italia suggests; airspeed is measured as air molecules causing a pressure rise in the pitot probe due to the forward motion of the aircraft. This pressure is then corrected for many factors such as probe position error, instrument reading error, atmospheric density, etc. etc. to give an IAS reading in the cockpit. I invented a long mnemonic to remember all the CAS, EAS etc. to pass my ATPL exams, but have forgotten it now! The higher you fly, the less dense the air gets, so there are fewer air molecules causing less pressure in the pitot tube for a given speed. Therefore although an observer might see that you were flying at say 280knots, your cockpit gauge might only read 220knots. The former is the TAS, (true airspeed), the latter is the IAS.
Mach is the speed of sound for a given atmospheric density and temperature and is the speed of a pressure wave - which is what sound is - and is around 720Knots, depending on atmospheric density. Aircraft have a Mach indication because at high altitude and speeds, the speed of the pressure wave becomes important for the aerodynamics of the wing and fuselage; If the aircraft is flying at or faster than Mach 1, the pressure 'message' to the air molecules ahead of the aircraft to get out of the way cannot reach them before the aircraft actually does, and this causes a huge increase in drag. Speeds approaching Mach 1 can be seen over the tops of the wings even when the aircraft is flying below Mach 1, so aircraft are designed to have a maximum economic Mach number, in the region of say 0.73 to 0.84, although speeds greater than Mach 1 can be designed for, e.g. Concorde.
Ground speed is only really important for predictions of estimated time of arrival, and how much fuel you will use, which the wings don't care about, although Airbus for one also use groundspeed as a function in approach airspeed calculations.
Last edited by Uplinker; 2nd Apr 2013 at 16:07.
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As a follow-up to this thread .... all other things being equal, does stall speed change with altitude?
Uplinker - you mentioned that "pressure" is corrected for many factors to give IAS in the flight deck; not sure if this is the case ....
- CAS is IAS corrected for instrument & position error. CAS is shown in the flight deck
- EAS is CAS correct for "compressibility" effect
- TAS is EAS corrected for density
- GS is TAS corrected for wind
Uplinker - you mentioned that "pressure" is corrected for many factors to give IAS in the flight deck; not sure if this is the case ....
- CAS is IAS corrected for instrument & position error. CAS is shown in the flight deck
- EAS is CAS correct for "compressibility" effect
- TAS is EAS corrected for density
- GS is TAS corrected for wind
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FBW,
It depends what airplane you're looking at to determine whether IAS or CAS is displayed to the pilots. If the airplane has a 'compensator' built in to take the readings from the pitot probe and correct them, then you will get CAS in the cockpit. A lot of airplanes don't have this function so IAS is displayed and there is a chart in the AFM where you can see what the CAS is for any particular IAS within the speed envelope.
As for stall speed changing with altitude - yes it does. Usually very small changes though. The 'truest' indication of performance deficit or surplus is measured based on EAS - even though your stall speed will be published in IAS, it is the EAS that matters. When you climb the air becomes more easily compressible and, therefore, there will be a bigger difference between IAS and EAS at altitude versus SL. The IAS stall speed will increase with increase in altitude so as to keep the EAS the same. That takes care of the compressibility problem. There is also the effect of Reynolds number. There are other people on here better qualified to talk about the effect of Reynolds number on the aerodynamic forces created by an airplane but the general principle is that Reynolds number decreases with increases in altitude and decreases with decreases in speed. You can find out more about it here: Reynolds Number
All in all, the changes are very small mostly because the stall speed is a relatively small number (the smallest in the normal flight envelope). If an airplane stalls at 120 KEAS at SL, it stalls at 120 KCAS. If it's at 35,000' the KCAS becomes 121.6 KCAS - a difference of only 1.6 knots!
It depends what airplane you're looking at to determine whether IAS or CAS is displayed to the pilots. If the airplane has a 'compensator' built in to take the readings from the pitot probe and correct them, then you will get CAS in the cockpit. A lot of airplanes don't have this function so IAS is displayed and there is a chart in the AFM where you can see what the CAS is for any particular IAS within the speed envelope.
As for stall speed changing with altitude - yes it does. Usually very small changes though. The 'truest' indication of performance deficit or surplus is measured based on EAS - even though your stall speed will be published in IAS, it is the EAS that matters. When you climb the air becomes more easily compressible and, therefore, there will be a bigger difference between IAS and EAS at altitude versus SL. The IAS stall speed will increase with increase in altitude so as to keep the EAS the same. That takes care of the compressibility problem. There is also the effect of Reynolds number. There are other people on here better qualified to talk about the effect of Reynolds number on the aerodynamic forces created by an airplane but the general principle is that Reynolds number decreases with increases in altitude and decreases with decreases in speed. You can find out more about it here: Reynolds Number
All in all, the changes are very small mostly because the stall speed is a relatively small number (the smallest in the normal flight envelope). If an airplane stalls at 120 KEAS at SL, it stalls at 120 KCAS. If it's at 35,000' the KCAS becomes 121.6 KCAS - a difference of only 1.6 knots!
Last edited by italia458; 4th Apr 2013 at 20:46.
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CAS is IAS corrected for instrument & position error. CAS is shown in the flight deck
CAS is IAS corrected for errors in the pitot and static pressures. The static pressure error is called 'position error' because it attributable to the position of the static pressure source. The pitot pressure error is mainly due to the water drains in the pitot tube, but can become greater at extreme angles of attack.
Large modern airplanes use an air data computer (ADC) or Air Data/Inertial Reference Unit (ADIRU) to correct the measured pitot/static pressures for the known errors, and to calculate the CAS that is shown on the flight deck. On those airplanes IAS equals CAS, provided the airplane stays within the envelope for which the pitot and static pressure errors are known.
Last edited by HazelNuts39; 5th Apr 2013 at 12:21.
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The 'truest' indication of performance deficit or surplus is measured based on EAS - even though your stall speed will be published in IAS, it is the EAS that matters.
CAS is greater than EAS because the pressure in the pitot is higher than it would be in incompressible flow. The compressibility that causes CAS to be higher than EAS affects all aerodynamic pressures that keep the airplane in the air.
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Ice-T Pretty Cool Drink
I C E T
P C D
(I)AS corrected for (P)osition or instrument error gives you
(C)AS corrected for (C)ompresibility effects gives you
(E)AS corrected for (D)ensitiy gives you
(T)AS
I C E T
P C D
(I)AS corrected for (P)osition or instrument error gives you
(C)AS corrected for (C)ompresibility effects gives you
(E)AS corrected for (D)ensitiy gives you
(T)AS
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Is EAS directly proportional to drag?
Came across a book where it says, air frame cruise drag decreases with an increase in higher altitudes. This is mainly because we fly at a constant mach number above FL260. With a constant mach number EAS decreases with an increase in altitude. Hence drag decreases, as EAS is directly proportional to drag.
I get how EAS decreases with increase in altitude with constant MN. Don't understand how EAS is directly proportional to drag.
Came across a book where it says, air frame cruise drag decreases with an increase in higher altitudes. This is mainly because we fly at a constant mach number above FL260. With a constant mach number EAS decreases with an increase in altitude. Hence drag decreases, as EAS is directly proportional to drag.
I get how EAS decreases with increase in altitude with constant MN. Don't understand how EAS is directly proportional to drag.
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Came across a book where it says, air frame cruise drag decreases with an increase in higher altitudes.
Last edited by HazelNuts39; 6th Apr 2013 at 20:45.
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OK thats understandable as drag increases with any increase of decrease below green dot speed/VIMD.
Also, quick doubt - Does your Mcrit speed increase with increase in altitude?
Also, quick doubt - Does your Mcrit speed increase with increase in altitude?
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It is a very honest and good question!!!
We have IAS
We would like to have EAS, which happens not to be a speed, in the velocity sense.
But there are errors. CAS is IAS corrected for position and instrument errors.
If we corrected also the compressibility error (which stems from the pitot tube compressing the air, and this compression is sensed as increased speed) then we would have EAS.
We would like to have TAS, too, because we need it for navigation and other stuff. TAS is the speed relative to the air mass in which we are flying. This one is truly a velocity. If we add the wind effect we will have GS, which we obviously need for navigation purposes. And of course it is a velocity.
EAS, and its children (CAS and IAS) is a way to read pressure in knots. At sea level in the ISA atmosphere, EAS and TAS are the same. EAS is the speed that you would need in the ISA at sea level to get the same dynamic pressure as you get at your TAS in your actual air mass. It is not an actual velocity. You need to know it because dynamic pressure is what makes the airplane fly.
The relation between TAS and EAS was arbitrarily stablished by some scientific. It is a convenience. There is no such thing as the "density error". Yes, you will read about it but we need EAS. TAS is not good for flying purposes.
CAS is a very erroneous speed at 35,000 ft. The difference between IAS and CAS can be small, but the difference between EAS and IAS is very big, in the range of 15 kt. That is why stall speed increases with altitude. equivalent stall speed remains relatively constant, but IAS and CAS will increase with mach number.
Also, compressibility effects also have a part in stalling and even stall EAS will vary with mach number.
We have IAS
We would like to have EAS, which happens not to be a speed, in the velocity sense.
But there are errors. CAS is IAS corrected for position and instrument errors.
If we corrected also the compressibility error (which stems from the pitot tube compressing the air, and this compression is sensed as increased speed) then we would have EAS.
We would like to have TAS, too, because we need it for navigation and other stuff. TAS is the speed relative to the air mass in which we are flying. This one is truly a velocity. If we add the wind effect we will have GS, which we obviously need for navigation purposes. And of course it is a velocity.
EAS, and its children (CAS and IAS) is a way to read pressure in knots. At sea level in the ISA atmosphere, EAS and TAS are the same. EAS is the speed that you would need in the ISA at sea level to get the same dynamic pressure as you get at your TAS in your actual air mass. It is not an actual velocity. You need to know it because dynamic pressure is what makes the airplane fly.
The relation between TAS and EAS was arbitrarily stablished by some scientific. It is a convenience. There is no such thing as the "density error". Yes, you will read about it but we need EAS. TAS is not good for flying purposes.
All in all, the changes are very small mostly because the stall speed is a relatively small number (the smallest in the normal flight envelope). If an airplane stalls at 120 KEAS at SL, it stalls at 120 KCAS. If it's at 35,000' the KCAS becomes 121.6 KCAS - a difference of only 1.6 knots!
Also, compressibility effects also have a part in stalling and even stall EAS will vary with mach number.
Last edited by Microburst2002; 7th Apr 2013 at 10:48.
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EAS is the speed that you would need in the ISA at sea level to get the same dynamic pressure as you get at your TAS in your actual air mass. It is not an actual velocity.
You need to know it because dynamic pressure is what makes the airplane fly.
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The three practical speeds are:
TAS
IAS
and
GS.
The methods of the finer points of aerodynamics as to how they are derived is done for you quite nicely by the software and hardware on modern aircraft. Let the aerodynamic engineers concern themselves with other then the foregoing three.
At altitude Mach becomes important but it is a functional form of IAS that accounts for compression.
All three (four) speeds are very important and can be significantly different.
To properly control the airplane below the altitude where Mach supercedes IAS, then IAS is paramount.
Without TAS you don't know how fast you are going through the air. That makes a big different for takeoff and landing performance at higher elevation airports (as well as high density altitudes).
Without GS you don't know when you're going to get to wherever you are going.
TAS
IAS
and
GS.
The methods of the finer points of aerodynamics as to how they are derived is done for you quite nicely by the software and hardware on modern aircraft. Let the aerodynamic engineers concern themselves with other then the foregoing three.
At altitude Mach becomes important but it is a functional form of IAS that accounts for compression.
All three (four) speeds are very important and can be significantly different.
To properly control the airplane below the altitude where Mach supercedes IAS, then IAS is paramount.
Without TAS you don't know how fast you are going through the air. That makes a big different for takeoff and landing performance at higher elevation airports (as well as high density altitudes).
Without GS you don't know when you're going to get to wherever you are going.
Last edited by aterpster; 7th Apr 2013 at 12:32.
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Wrong. Dynamic pressure is a theoretical concept, a convenient reference pressure for calculating aerodynamic coefficients. The real pressures generated in compressible air make the airplane fly.
When compressibility effects become noticeable then you need to know your mach number, too, because it will affect aerodynamic forces and set your limits before dynamic pressure does.