A320 IAS correction
 

The speed we fly is mainly refered to by airbus as IAS. So is it correct to assume that the IAS we read on the PFD speed scale is infact CAS/EAS, having been corrected by the ADR?

Yes spot on

no, it should be the IAS

If it's speed is corrected for position, instrument and compressibility errors before displayed on the PFD it is EAS. And it probably is, right?

Yes it probably is, since we dont fly around holding correction charts, but could not find a definite set in stone answer.
Thanks anyway for the help.

Excuse question from oldie.
Does the A320 still have one of those round clock-like thingies directly connected to the pitot, aka as a standby ASI?

The new 320s have a Standby EFIS display with Speed and Altimeter Tapes.
http://http://www.jetphotos.net/view...6081116&nseq=8

Thanks for the pic, whoop.whoop !
I suppose even the standby now has a little brain, so it probably shows EAS as well, not raw IAS.

PFD Airspeed
 

It is the actual airspeed

Check your AFM. if no correction charts then its CAS.

on the E-jets 2 systems give CAS the third is IAS with correction charts in the AFM.

Must be IAS.... Or maybe CAS but not EAS...

IAS : raw data

CAS : IAS corrected for instrument calibration and position errors

EAS : CAS corrected for compressibility errors.

Or that's what I've been taught.

ChristiaanJ is absolutely correct. The PFD reads CAS, the Standby Airspeed Indicator PROBABLY reads IAS.

At no time, excepting operations at Sea Level ISA conditions, does the PFD display EAS.

Regards,

Old Smokey

So why are no errors associated with compressibility effects in the Pitot tube experienced? Surely if it was just CAS you would get compressibility errors, but you dont, so then it must be EAS????

There is always compressibility error at all levels, instrument calibration removes the compressibility error for ISA / Sea Level. At other levels in the atmosphere, only that degree of CAS Vs EAS error is removed which is attributable to Sea Level, leaving "residual" compressibility effect. Up to about 10,000 feet, the effect is quite small, even at high speed, but at typical jet cruise levels, the "residual" effect is considerable.

As an example, for an aircraft cruising at M0.80 at 36,000 feet, CAS is 265 Kt, whereas EAS is 251 Kt, a 14 knot difference.

Regards,

Old Smokey

As i can remind Airbus AFM reports position error corrections so PFD airdspeed should be IAS.

With respect to the last post, the Air Data Computer (ADC) receives IAS from the raw Pitot and Static information, and then removes position errors to deliver CAS (or RAS if you call it that) to the PFD.

To avert the possibility of ADC error, "raw" IAS is supplied to the standby IAS, thus the standby ASI reads IAS.

In the calibration process (as opposed to the removal of position error), the effects of compressibility according to ISA / Sea Level conditions are removed, thus, except at ISA / Sea Level, the PFD airspeed display does NOT read EAS, but CAS with all of the attendant compressibility errors.

Regards,

Old Smokey