AIR SPEED INDICATOR

The ASI gives the speed of relative air and not the true speed of the aircraft.

PRINCIPLE OF OPERATION

In ASI

 the static pressure is fed into the instrument case,

ASI is calibrated to ISA conditions ( air density of 1225 gms/m3 , pressure of 1013.25 mb and
temperature + 15°C (dry air conditions) at MSL)

ASI ERRORS
IPM CD
1.Instrument Error Manufacturing imperfections and usage result in small errors
which are determined on the ground under laboratory conditions by
reference to a datum instrument. A correction card can be produced for the
speed range of the instrument.
2.Position Error : arises mainly from the sensing incorrect static pressure
Position errors throughout the speed range are determined by the aircraft
manufacturer
IAS (indicated air speed) ± P and I correction = CAS
3.Manoeuvre-Induced Errors. These are associated chiefly with manoeuvres
involving change in angle of attack, giving transient errors and a lag in the
indication of changes in airspeed.
4.Compressibility Error :Air is compressible and at TAS of 300kt or more and at
high altitudes the air becomes more compressible, ie the air is brought to rest
in the pitot tube and gets compressed.
It exerts more dynamic pressure than the actual dynamic pressure during the
passage of the air and this compression causes the capsule to expand more
than that required for a given speed and causes instrument to over-read
This additional expansion due to compressed air is called compressibility
error.
A subtractive compressibility correction is applied to CAS to get EAS
(equivalent airspeed)
CAS can be equal to EAS at lower altitudes.
EAS(Equivalent Air Speed) = CAS ± compressibility corrections
5. Density Error : ASI is calibrated to ISA conditions ( air density of 1225
gms/m3) , any deviation from this will give error in reading called density
error.
TAS(True Air Speed) = CAS ± density error ± compressibility error or
TAS(True Air Speed) = EAS ± density error
A useful formula for estimating TAS is: TAS = CAS + (1.75% of CAS per 1,000 ft of Altitude). For a CAS
of 100 kt at 10,000 ft: TAS = CAS + (1.75 x 100 x 10) = 117.5 kt

TAS = CAS + (1.75 x 100 x PA/1000)

I C E T
P C D
Air Speed Definitions
IAS(Indicated Air Speed) = indicated reading on instrument
CAS(Calibrated Air Speed) = IAS ± correction for instrument & position error
EAS(Equivalent Air Speed) = CAS ± compressibility corrections
TAS(True Air Speed) = CAS ± density error ± compressibility error
or EAS ± density error

BLOCKAGE
Pitot Head
6. LEVEL FLIGHT . If the pitot head becomes blocked, the ASI reading will, in
general, remain unchanged.
7. DESCENT With a blocked pitot source, the ASI under-reads in a descent.
8. CLIMB With a blocked pitot source, the ASI under-reads in a descent
A blocked static source blocked.
 DESCENT With a blocked static source, the ASI over-reads in a descent.
 CLIMB With climb with blocked static source the ASI under- reading
A useful mnemonic for examinations is PUDSOD, which stands for
‘Pitot Blocked: – Under-reads in Descent Static Blocked: – Over-reads in
Descent’

LEAKS
Pitot Leaks :A leak in the pitot tube causes the ASI to under-read because of
the loss of dynamic pressure.
Static Leaks
1. UNPRESSURIZED AIRCRAFT – ASI OVERREAD
2. PRESSURIZED AIRCRAFT – ASI UNDERREADS

ASI V speeds
VS0 = The stall speed or the minimum steady flight speed in the landing
configuration.
VS1 = The stall speed or the minimum steady flight speed in a specified
configuration.
VFE = The maximum Flap Extension speed
VNO = The maximum normal operating limit speed.
VNE = The Never Exceed speed
VLO = The maximum Landing Gear Operation speed (up or down).
VLE = The maximum speed Landing Gear Extended speed
VYSE = Best rate of climb when Single Engine (2 eng a/c)

Coloured Markings Some ASI incorporate coloured markings on the dial - these
range markings’ consist of coloured arcs and radial lines

WHITE ARC VSO – VFE - flap operating range,

YELLOW ARC VNO – VNE- caution range

BLUE RADIAL LINE VYSE - best rate of climb speed for one engine out