equivalent airspeed

Also, further evaluate the equivalent airspeed and compression tactics for heavy bombardment aircraft.

At higher altitudes the compression is not correctly accounted for and will cause the instrument to read greater than equivalent airspeed.

At standard sea level pressure, calibrated airspeed and equivalent airspeed are equal.

It explains that ideally a fixed relationship should be chosen between equivalent airspeed and weight and retained for all climbs.

In some low-speed aircraft, the position error is shown as the difference between indicated airspeed and equivalent airspeed.

Since that is impossible, it is suggested that a fixed variation of equivalent airspeed with height should be used for all climbs.

The equivalent airspeed is closely related to the indicated airspeed shown by the airspeed indicator.

This measurement is converted to an equivalent airspeed based upon known atmospheric conditions and measured errors in the indicated airspeed system.

Structural analysis is often in terms of incompressible dynamic pressure, so that equivalent airspeed is a useful speed for structural testing.

True airspeed is equivalent airspeed that is corrected for pressure altitude and temperature (which define density).

In some very high speed aircraft such as the Space Shuttle, equivalent airspeed is calculated instead of calibrated airspeed.

The true airspeed can be calculated as a function of equivalent airspeed and local air density, (or temperature and pressure altitude which determine density).

CAS is converted to equivalent airspeed (EAS) by allowing for compressibility effects.

At higher altitudes CAS can be corrected for compressibility error to give equivalent airspeed (EAS).

The purpose of the mission was to evaluate the B-36D under simulated war-plan conditions, and, further evaluate the equivalent airspeed and compression tactics for heavy-bombardment aircraft.

At low speeds and altitudes, IAS and CAS are close to equivalent airspeed (EAS).

The difference between calibrated airspeed and equivalent airspeed is negligible at low Mach numbers rising to 3% at Mach 0.5 and 13% at Mach 1 depending on altitude.

Equivalent airspeed (EAS) is defined as the speed at sea level that would produce the same incompressible dynamic pressure as the true airspeed at the altitude at which the vehicle is flying.

Thus, the handling and 'feel' of an aircraft, and the aerodynamic loads upon it, at a given equivalent airspeed, are very nearly constant and equal to those at standard sea level irrespective of the actual flight conditions.

The significance of equivalent airspeed is that, at Mach numbers below the onset of wave drag, all of the aerodynamic forces and moments on an aircraft are proportional to the square of the equivalent airspeed.

True airspeed differs from the equivalent airspeed because the airspeed indicator is calibrated at SL, ISA conditions, where the air density is 1.225 kg/m3, whereas the air density in flight normally differs from this value.

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