1. The sensitive altimeter employs a minimum of two aneroid capsules.

This provides for a more

accurate
measurement of pressure and provides more power to drive mechanical linkage
2. Jewelled bearings are fitted, reducing friction and the associated lag in indications.
3. Within the mechanical linkages, a bi-metallic insert is fitted to compensate for temperature
changes that
could affect the movement.
4. Some altimeter systems employ “Knocking/Vibrating” devices to help overcome initial inertia/
reduce
friction.
SERVO-ASSISTED ALTIMETER1. It is therefore necessary to construct a device in which static
pressure is subtracted from pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS

IAS (INDICATED AIR SPEED) READING ON INSTRUMENT

CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds
1. It is therefore necessary to construct a device in which static pressure is subtracted from
pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS
IAS (INDICATED AIR SPEED) READING ON INSTRUMENT
CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds

1. The principle of the servo altimeter is that

the small movements of the capsules are
detected by a very sensitive electromagnetic
pick-off. This produces an electric current
which is amplified and used to drive a motor
which rotates the counters and pointer.
2. LAG ERROR is virtually eliminated in SERVO
ASSISTED ALTIMETER