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The flight management system automatically computes your ground speed an true airspeed along with buffet margins etc etc. with the available input data derived from the dual GPS receivers.
Modern aircraft instrumentation use an Air Data Computer to perform this calculation in real time and display the TAS reading directly on the EFIS. A very simple rule of thumb is to add 2% to the calibrated airspeed for every 1000 ft of altitude.
Ok, so can you estimate the difference between calibrated airspeed and true airspeed, at cruising altitude?
There are too many variables without a manual to show the error factor of the instruments. It will almost always be lower than true though.
Modern aircraft instrumentation use an Air Data Computer to perform this calculation in real time and display the TAS reading directly on the EFIS. A very simple rule of thumb is to add 2% to the calibrated airspeed for every 1000 ft of altitude.
originally posted by: RogueWave
So planes have an airspeed indicator which indicates speed relative to the surrounding air mass.
This is then calibrated to True Airspeed(TAS), taking into account instrument error and pressure differences.
Then in order to get Groundspeed, wind speed is added or subtracted from TAS.
Please correct me if I am wrong.
So what is the average margin between indicated airspeed and True Airspeed?
originally posted by: Salander
originally posted by: RogueWave
So planes have an airspeed indicator which indicates speed relative to the surrounding air mass.
This is then calibrated to True Airspeed(TAS), taking into account instrument error and pressure differences.
Then in order to get Groundspeed, wind speed is added or subtracted from TAS.
Please correct me if I am wrong.
So what is the average margin between indicated airspeed and True Airspeed?
Indicated airspeed, IAS, is what the instrument shows.
CAS Calibrated airspeed is that value adjusted for various tiny installation effects or errors, and is usually something less than 2 or 3 knots.
True airspeed TAS is IAS adjusted for altitude and temperature, OAT, outside air temperature.
The groundspeed is the final result of the TAS adjusted for wind velocity and direction, obviously factoring in the course of the aircraft.
The higher one is flying, the greater the gap between IAS and TAS. Up in the flight levels, 25000 feet or so, the difference is 100 knots or more between IAS and TAS. At sea level, in theory at least, and depending upon temperature and pressure, IAS and TAS will be about the same. Even at 7 or 8000 feet in a smaller aircraft, there is usually a 15 knot difference, with TAS always being higher than IAS