Vertical Speed Indicator

Introduction to Vertical Speed Indicator

The Vertical Speed Indicator (VSI) is an instrument that displays the rate of climb and descent to the pilot by measuring rate-of-pressure changes.
Pressure changes provide vertical speed indications for the pilot to determine the aircraft's trend before the altimeter registers changes.
While not required to function or be calibrated for flight, the vertical speed indicator does contain inherent errors for pilots to consider as part of their preflight actions.
Newer aircraft utilize modern Inertial Reference Unit (IRU), Inertial Navigation System (INS), and Attitude Heading Reference System (AHRS) systems for glass displays.
As with any system or instrument, anomalies and malfunctions are possible, requiring detailed knowledge of the indicator and related systems.
Test your understanding of Vertical Speed Indicator by completing the knowledge quiz, applying your knowledge in the interactive scenario, comparing your performance against the applicable Airman Certification Standards, and concluding with the topic summary to reinforce the key concepts before moving on to the next lesson.

On This Page

Vertical Speed Indicator Key Highlights

The vertical speed indicator (VSI) displays the rate at which an aircraft is climbing or descending.
The VSI measures changes in static air pressure to calculate vertical speed in feet per minute.
Positive indications show climbs, while negative indications show descents relative to the aircraft’s current altitude trend.
The instrument contains a calibrated leak that allows pressure changes to be measured over time.
Vertical speed indicators help pilots establish and maintain precise climb and descent rates during flight operations.
The VSI is especially useful during instrument flight, altitude changes, and stabilized approach procedures.
Traditional VSIs have a slight lag in response because they rely on gradual pressure equalization.
Instantaneous vertical speed indicators (IVSIs) reduce lag and provide faster vertical trend information.
Pilots should cross-check VSI indications with the altimeter, attitude indicator, and airspeed indicator during altitude changes.
Understanding vertical speed indicator operation improves altitude control, instrument proficiency, and overall flight safety.

Vertical Speed Indicator

Pitot-Static System

Pitot Tube
Instrument Flying Handbook,
A Typical Electrically Heated Pitot-Static Head
Static Port
Alternate Static Source Correction Table
Pitot Static systems measure and compare air pressures from the Pitot tube and static port
These measurements display indications for the Airspeed Indicator (ASI), Altimeter, and Vertical Speed Indicators (VSI).
The system consists of two components:
- Pitot Tube.
- Static Port.
Pitot Tube:
- Invented by Henri Pitot in 1732, the Pitot tube measures fluid flow (air) velocity.
- The device measures ram (forced) air through a small hole in its front.
  - The device's placement is often on the front of the aircraft or an airfoil to capture smooth (undisturbed) air. []
- The ram air captured produces an airspeed reading on the airspeed indicator (ASI).
- Pitot Tube
- Pitot Heat:
  - Pitot Tubes are often electrically heated, which can prevent and remove ice accumulation. []
  - Note that these devices should only be utilized during ground operations when necessary.
    
    Leaving them on unnecessarily can cause heat to the point of damage/malfunction.
    
    When airborne, the airflow cools the device.
- Instrument Flying Handbook, A Typical Electrically Heated Pitot-Static Head
Static Port:
- Static ports measure ambient still-air atmospheric pressure.
- Typically, ports are flush mounted on the side of the aircraft where air is undisturbed. []
- Some aircraft may utilize heated static ports to mitigate ice.
- Dual ports remove errors due to slips and skids.
- Responsible for Airspeed Indicator, Altimeter, and Vertical Speed Indicators.
- The POH/AFM contains any corrections to the airspeed for the various flaps and landing gear configurations.
- Alternate Static Source:
  - An alternate static air source valve is available for emergencies on some aircraft.
  - If the alternate source ports inside the airplane, where static pressure is usually lower than outside, selection may result in the following erroneous instrument indications:
    
    The altimeter reads higher than normal.
    
    Indicated airspeed (IAS) reads greater than normal.
    
    VSI momentarily shows a climb.
  - Many POHs (Pilot's Operating Handbooks) provide a correction table and aircraft-specific instructions for when operating with an alternate static source. []
  - The alternate static source is not corrected for non-standard pressure (as with an altimeter's Kollsman window).
  - Using alternate static sources may impact other instruments that rely on static pressure (i.e., autopilots, TCAS (Traffic Alert and Collision Avoidance System), transponder, etc.).
  - Using alternate static sources can also decrease the accuracy beyond the 75 feet recommendation outlined in the Aeronautical Information Manual.
- Static Port
- Alternate Static Source Correction Table

Vertical Speed Indicator

Vertical Speed Indicator Design and Function

Instrument Flying Handbook, Rate of Climb or Descent in Thousands of Feet Per Minute
Vertical Speed Indicator (VSIs) measure rate-of-pressure change to provide a rate of climb or descent indication. []
Air is provided through the static ports where it enters a diaphragm (aneroid).
The diaphragm expands/retracts to indicate a climb/descent by measuring the ambient changes in pressure within the static system.
- As pressure drops, the aneroid compresses, indicating a climb
- As the pressure increases, the aneroid expands, indicating a descent
Through a calibrated leak/orifice, the air leaves the instrument case slower than the aneroid and allows for a stabilized indication of pressure change on the face of the instrument.
As the aircraft levels off, pressure no longer changes and the pointer returns to its zero position
Instrument Flying Handbook, Rate of Climb or Descent in Thousands of Feet Per Minute

Vertical Speed Indicator

Vertical Speed Indications

Vertical speed indicator start with a "0" indication at the 90 degree position and have notches to indicate the rate of climb both up and down that circle the dial
Indicators may be calibrated differently depending on the country and its specified indication, which can be:
- Feet Per Minute (FPM)
- Meters Per Second (MPS)
- Nautical Miles Per Hour (Knots)

Vertical Speed Indicator

Vertical Speed Indicator Regulations

There are no regulations that require a vertical speed indicator by federal aviation regulations.
- The vertical speed indicator is not required to meet a calibration standard or even be functional for flight to be legal.
Always check the Pilot Operating Handbook to learn the specifics of it's operation.

Vertical Speed Indicator

Instrument Errors

The vertical speed indicator inherently lags, but is more sensitive than an altimeter.
This lag can result in a 6-9 second lag to stabilize which will inhibit accurate readings during turbulence or abrupt control movements.
- Instantaneous VSIs (IVSIs) use two accelerometer actuated pumps to give you a lag free indication
Alternate sources of static, when selected, will typically show a momentary climb.
- This is due to pressure differences in the cockpit than outside.
A blocked static port will give a zero indication.

Vertical Speed Indicator

Vertical Speed Indicator Preflight Actions

Before leaving the ramp and again before takeoff, confirm that the vertical speed indicator (VSI) indicates at or near zero.
- If the needle is only slightly displaced, note that indication as the zero reference or adjust the instrument using an approved procedure
- During takeoff, confirm that the VSI trends upward to indicate a climb
- If the indication is significantly displaced or unreliable, address the discrepancy under the aircraft's approved procedures and applicable airworthiness rules before flight

Vertical Speed Indicator

Inertial Reference Unit (IRU), Inertial Navigation System (INS), and Attitude Heading Reference System (AHRS)

IRUs are self-contained systems comprised of gyros and accelerometers that provide aircraft attitude (pitch, roll, and heading), position, and velocity information in response to signals resulting from inertial effects on system components.
- Once aligned with a known position, IRUs continuously calculate position and velocity. IRU position accuracy decays with time.
- This degradation is known as "drift".
INSs combine the components of an IRU with an internal navigation computer.
- By programming a series of waypoints, these systems will navigate along a predetermined track.
AHRSs are electronic devices that provide attitude information to aircraft systems such as weather radar and autopilot, but do not directly compute position information.
Aircraft equipped with slaved compass systems may be susceptible to heading errors caused by exposure to magnetic field disturbances (flux fields) found in materials that are commonly located on the surface or buried under taxiways and ramps.
- These materials generate a magnetic flux field that can be sensed by the aircraft's compass system flux detector or "gate", which can cause the aircraft's system to align with the material's magnetic field rather than the earth's natural magnetic field.
- The system's erroneous heading may not self-correct.
- Prior to take off pilots should be aware that a heading misalignment may have occurred during taxi.
- Pilots are encouraged to follow the manufacturer's or other appropriate procedures to correct possible heading misalignment before take off is commenced.

Vertical Speed Indicator

Vertical Speed Indicator Anomalies and Malfunctions

Pitot-Static system errors are generally the highest at low airspeed (high angles of attack)
Static Port Blockage:
- If in a real emergency, malfunctions can be corrected with alternate air or breaking the glass on a Pitot static instrument (VSI).
- The trapped pressure in the static system causes the altimeter to remain at the altitude where the blockage occurred.
- The VSI remains at zero.

Vertical Speed Indicator

Common Training Aircraft Pitot-Static System Characteristics

Piper Arrow:
- Composed of a heated Pitot tube on the lower left wing
- Two static ports are located on each side of the fuselage
- Alternate static air (below the pilot control yoke) provides static pressure from inside the cabin
Cessna 172:
- Composed of a heated Pitot tube on the lower surface of the left wing
- An external static port is located on the lower left side of the forward fuselage
- Pitot Tube consists of a heating element, a 5-amp switch/breaker, and associated wiring
- Alternate static (below throttle) provides pressure from inside the cabin

Vertical Speed Indicator

Vertical Speed Indicator Interactive Scenario

Interactive Scenario

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Scenario Complete

Vertical Speed Indicator

Vertical Speed Indicator Knowledge Check

Choose the knowledge check that matches your current training for Vertical Speed Indicator.

Private Pilot

PPL knowledge check

Core Knowledge Review

Review foundational knowledge, key concepts, and practical considerations. Topic: Vertical Speed Indicator.

Immediate feedback
Answer explanations
Account progress tracking

Why Take a Quiz?

Quizzes reinforce key concepts, identify knowledge gaps, and build confidence for real-world decisions. Quiz material is representative of the information provided here and is not based on or sourced from the Federal Aviation Administration test bank.

Vertical Speed Indicator

Vertical Speed Indicator-Related Airman Certification Standards

Private Pilot (Airplane) Operation of Aircraft Systems Airman Certification Standards

Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe operation of systems on the airplane provided for the flight test.
References: FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8083-23 (Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook), FAA-H-8083-25 (Pilot Handbook of Aeronautical Knowledge); POH/AFM.
Note: If K1 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements
Private Pilot Operation of Aircraft Systems Lesson Plan.

Knowledge 2 ACS Elements

PA.I.G.K1:
Airplane systems, including:
- PA.I.G.K1a:
  Primary flight controls.
- PA.I.G.K1a:
  Secondary flight controls.
- PA.I.G.K1c:
  Powerplant and propeller.
- PA.I.G.K1d:
  Landing gear.
- PA.I.G.K1e:
  Fuel, oil, and hydraulic.
- PA.I.G.K1f:
  Electrical.
- PA.I.G.K1g:
  Avionics.
- PA.I.G.K1h:
  Pitot-static, vacuum/pressure, and associated flight instruments.
- PA.I.G.K1i:
  Environmental.
- PA.I.G.K1j:
  Deicing and anti-icing.
- PA.I.G.K1k:
  Water Rudders (ASES, AMES).
- PA.I.G.K1l:
  Oxygen Systems.
PA.I.G.K2:
Indications of and procedures for managing system abnormalities or failures.

Risk Management 3 ACS Elements

PA.I.G.R1:
Detection of system malfunctions or failures.
PA.I.G.R2:
Management of a system failure.
PA.I.G.R3:
Monitoring and management of automated systems.

Skills 2 ACS Elements

PA.I.G.S1:
Operate at least three of the systems listed in K1a through K1l appropriately.
PA.I.G.S2:
Complete the appropriate checklist(s).

Private Pilot (Helicopter) Operation of Systems Airman Certification Standards

Area of Operation I: Preflight Preparation.
Task G: Operation of Systems.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe operation of systems on the helicopter provided for the flight test.
Note: If K1 is selected, the evaluator must assess the applicant's knowledge of at least three sub-elements.
References: FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25; POH/RFM
Private Pilot (Helicopter) Operation of Systems Lesson Plan.

Knowledge 2 ACS Elements

PH.I.G.K1:
Helicopter systems, including:
- PH.I.G.K1a:
  a. Flight controls, trim, and if installed, stability control
- PH.I.G.K1b:
  b. Powerplant(s)
- PH.I.G.K1c:
  c. Main rotor and antitorque systems
- PH.I.G.K1d:
  d. Transmission and associated drive shafts
- PH.I.G.K1e:
  e. Fuel, oil, and hydraulic
- PH.I.G.K1f:
  f. Avionics
- PH.I.G.K1g:
  g. Landing gear, brakes, steering, skids, or floats, as applicable
- PH.I.G.K1h:
  h. Electrical
- PH.I.G.K1i:
  i. Pitot-static, vacuum/pressure, and associated flight instruments
- PH.I.G.K1j:
  j. Environmental
- PH.I.G.K1k:
  k. Anti-icing and deicing, including carburetor heat, if applicable
PH.I.G.K2:
Indications of and procedures for managing system abnormalities or failures.

Risk Management 3 ACS Elements

PH.I.G.R1:
Detection of system malfunctions or failures.
PH.I.G.R2:
Management of a system failure.
PH.I.G.R3:
Monitoring and management of automated systems.

Skills 2 ACS Elements

PH.I.G.S1:
Operate at least three of the helicopter's systems listed in K1a through K1k.
PH.I.G.S2:
Complete the appropriate checklist(s).

Private Pilot (Airplane) Systems and Equipment Malfunctions Airman Certification Standards

Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with system and equipment malfunctions appropriate to the airplane provided for the practical test
References: FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8083-25 (Pilot Handbook of Aeronautical Knowledge); POH/AFM.
Private Pilot (Airplane) Systems and Equipment Malfunctions Lesson Plan.

Knowledge 15 ACS Elements

PA.IX.C.K1:
Causes of partial or complete power loss related to the specific type of powerplant(s).
- PA.IX.C.K1a:
  [Archived].
- PA.IX.C.K1b:
  [Archived].
- PA.IX.C.K1c:
  [Archived].
- PA.IX.C.K1d:
  [Archived].
PA.IX.C.K2:
System and equipment malfunctions specific to the aircraft, including:
- PA.IX.C.K2a:
  Electrical malfunction.
- PA.IX.C.K2b:
  Vacuum/pressure and associated flight instrument malfunctions.
- PA.IX.C.K2c:
  Pitot/static system malfunction.
- PA.IX.C.K2d:
  Electronic flight deck display malfunction.
- PA.IX.C.K2e:
  Landing gear or flap malfunction.
- PA.IX.C.K2f:
  Inoperative trim.
PA.IX.C.K3:
Causes and remedies for smoke or fire onboard the aircraft.
PA.IX.C.K4:
Any other system specific to the airplane (e.g., supplemental oxygen, deicing).
PA.IX.C.K5:
Inadvertent door or window opening.

Risk Management 4 ACS Elements

PA.IX.C.R1:
Checklist usage for a system or equipment malfunction.
PA.IX.C.R2:
Distractions, task prioritization, loss of situational awareness, or disorientation.
PA.IX.C.R3:
Undesired aircraft state.
PA.IX.C.R4:
Startle response.

Skills 2 ACS Elements

PA.IX.C.S1:
Describe appropriate action for simulated emergencies specified by the evaluator, from at least three of the elements or sub-elements listed in K1 through K5 above.
PA.IX.C.S2:
Complete the appropriate checklist(s).

Private Pilot (Helicopter) Systems and Equipment Malfunctions Airman Certification Standards

Area of Operation VIII: Emergency Operations.
Task D: Systems and Equipment Malfunctions.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with causes, indications, and pilot actions for system malfunctions.
References: AIM; FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25
Private Pilot (Helicopter) Systems and Equipment Malfunctions Lesson Plan.

Knowledge 5 ACS Elements

PH.VIII.D.K1:
Causes of partial or complete power loss related to the specific type of powerplant(s).
PH.VIII.D.K2:
System and equipment malfunctions specific to the helicopter, including:
- PH.VIII.D.K2a:
  a. Electrical malfunction
- PH.VIII.D.K2b:
  b. Flight instrument malfunctions
- PH.VIII.D.K2c:
  c. Pitot-static system malfunction
- PH.VIII.D.K2d:
  d. Electronic flight deck display malfunction
- PH.VIII.D.K2e:
  e. Landing gear malfunctions
- PH.VIII.D.K2f:
  f. Inoperative flight control/trim
- PH.VIII.D.K2g:
  g. Hydraulic failure, if applicable
PH.VIII.D.K3:
Various frequency vibrations and the possible components that may be affected.
PH.VIII.D.K4:
Causes and remedies for smoke or fire onboard the aircraft.
PH.VIII.D.K5:
Any other system malfunction specific to the helicopter flown.

Risk Management 4 ACS Elements

PH.VIII.D.R1:
Startle response.
PH.VIII.D.R2:
Checklist usage for a system or equipment malfunction.
PH.VIII.D.R3:
Distractions, task prioritization, loss of situational awareness, or disorientation.
PH.VIII.D.R4:
Undesired aircraft state.

Skills 2 ACS Elements

PH.VIII.D.S1:
Determine appropriate action for simulated emergencies specified by the evaluator, from at least three of the elements or sub-elements listed in K1 through K5.
PH.VIII.D.S2:
Complete the appropriate checklist(s).

Instrument Rating Aircraft Flight Instruments and Navigation Equipment Airman Certification Standards

Objective: To determine whether the applicant exhibits satisfactory knowledge, risk management, and skills associated with managing instruments appropriate for an IFR flight.
References: 14 CFR part 91; AC 90-100, AC 90-105, AC 90-107, AC 91-78, AC 91.21-1; AIM; FAA-H-8083-2 (Risk Management Handbook), FAA-H-8083-3 (Airplane Flying Handbook), FAA-H-8083-15, and FAA-H-8083-25 (Pilot's Handbook of Aeronautical Knowledge).
Instrument Rating Aircraft Flight Instruments and Navigation Equipment Lesson Plan.

Knowledge 3 ACS Elements

IR.II.B.K1:
Operation of the aircraft's applicable flight instrument system(s), including:
- IR.II.B.K1a:
  Pitot-static instrument system and associated instruments.
- IR.II.B.K1b:
  Gyroscopic/electric/vacuum instrument system and associated instruments.
- IR.II.B.K1c:
  Electrical systems, electronic flight instrument displays [primary flight display (PFD), multifunction display (MFD)], transponder, and automatic dependent surveillance-broadcast (ADS-B).
- IR.II.B.K1d:
  Magnetic compass.
IR.II.B.K2:
Operation of the aircraft's applicable navigation system(s), including:
- IR.II.B.K2a:
  Very high frequency (VHF) Omnidirectional Range (VOR), distance measuring equipment (DME), instrument landing system (ILS), and marker beacon receiver/indicators.
- IR.II.B.K2b:
  Area navigation (RNAV), global positioning system (GPS), Wide Area Augmentation System (WAAS), flight management system (FMS), and autopilot.
IR.II.B.K3:
Use of an electronic flight bag (EFB), if used.

Risk Management 5 ACS Elements

IR.II.B.R1:
Monitoring and management of automated systems.
IR.II.B.R2:
Difference between approved and non-approved navigation devices.
IR.II.B.R3:
Modes of flight and navigation instruments, including failure conditions.
IR.II.B.R4:
Use of an electronic flight bag.
IR.II.B.R5:
Use of navigation databases.

Skills 2 ACS Elements

Sport Pilot (Helicopter) Systems and Equipment Malfunctions Airman Certification Standards

Area of Operation VIII: Emergency Operations.
Task D: Systems and Equipment Malfunctions.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with Sport Pilot for Helicopter - Simplified Flight Controls ACS (FAA-S-ACS-26) 42 Area of Operation VIII. Emergency Operations causes, indications, and pilot actions for system malfunctions.
References: AIM; FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25; VFR Navigation Charts
Sport Pilot (Helicopter) Systems and Equipment Malfunctions Lesson Plan.

Knowledge 5 ACS Elements

SH.VIII.D.K1:
Causes of partial or complete power loss related to the specific type of powerplant(s).
SH.VIII.D.K2:
System and equipment malfunctions specific to the helicopter-simplified flight controls, including:
- SH.VIII.D.K2a:
  Electrical malfunction
- SH.VIII.D.K2b:
  Flight instrument malfunctions
- SH.VIII.D.K2c:
  Pitot-static system malfunction
- SH.VIII.D.K2d:
  Electronic flight deck display malfunction
- SH.VIII.D.K2e:
  Landing gear malfunctions, as applicable
- SH.VIII.D.K2f:
  Inoperative simplified flight controls/trim, as applicable
- SH.VIII.D.K2g:
  Hydraulic failure, as applicable
SH.VIII.D.K3:
Various frequency vibrations and the possible components that may be affected.
SH.VIII.D.K4:
Causes and remedies for smoke or fire onboard the aircraft.
SH.VIII.D.K5:
Any other system malfunction specific to the helicopter-simplified flight controls flown.

Risk Management 4 ACS Elements

SH.VIII.D.R1:
Startle response.
SH.VIII.D.R2:
Checklist usage for a system or equipment malfunction, as applicable.
SH.VIII.D.R3:
Distractions, task prioritization, loss of situational awareness, or disorientation.
SH.VIII.D.R4:
Undesired aircraft state.

Skills 2 ACS Elements

SH.VIII.D.S1:
Determine appropriate action for simulated emergencies specified by the evaluator, from at least three of the elements or sub-elements listed in K1 through K5.
SH.VIII.D.S2:
Complete the appropriate checklist(s).

Sport Pilot (Helicopter) Operation of Systems Airman Certification Standards

Area of Operation I: Preflight Preparation.
Task G: Operation of Systems.
Objective: To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe operation of systems on the helicopter-simplified flight controls provided for the flight test.
References: AIM; FAA-H-8083-2, FAA-H-8083-21, FAA-H-8083-25; POH/RFM
Sport Pilot (Helicopter) Operation of Systems Lesson Plan.

Knowledge 2 ACS Elements

SH.I.G.K1:
Helicopter-Simplified Flight Control systems, including:
- SH.I.G.K1a:
  Flight controls, trim, and if installed, stability control
- SH.I.G.K1b:
  Powerplant(s)
- SH.I.G.K1c:
  Main rotor(s) and antitorque systems, as applicable
- SH.I.G.K1d:
  Transmission and associated drive shafts
- SH.I.G.K1e:
  Fuel, oil, and hydraulic
- SH.I.G.K1f:
  Avionics
- SH.I.G.K1g:
  Landing gear, brakes, steering, skids, or floats, as applicable
- SH.I.G.K1h:
  Electrical
- SH.I.G.K1i:
  Pitot-static, vacuum/pressure, and associated flight instruments
- SH.I.G.K1j:
  Environmental
- SH.I.G.K1k:
  Anti-icing and deicing, including carburetor heat, as applicable
SH.I.G.K2:
Indications of and procedures for managing system abnormalities or failures.

Risk Management 3 ACS Elements

SH.I.G.R1:
Detection of system malfunctions or failures.
SH.I.G.R2:
Management of a system failure.
SH.I.G.R3:
Monitoring and management of automated systems.

Skills 2 ACS Elements

SH.I.G.S1:
Operate at least three of the helicopter-simplified flight control’s systems listed in K1a through K1k.
SH.I.G.S2:
Complete the appropriate checklist(s).

Vertical Speed Indicator

Vertical Speed Indicator Conclusion

The vertical speed indicator can go by many different names to include:
- Variometer
- Rate of Climb Indicator
- Vertical Velocity Indicator
- Vertical Speed Indicator (VSI) is however, most common
Always keep in mind the effects of parallax error.
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Vertical Speed Indicator

Vertical Speed Indicator References

Instrument Flight Knowledge and Decisions

The initial trend can appear promptly, but the stabilized rate indication lags; repeated corrections before it settles can cause overshoot. A conventional VSI provides both trend and rate information. Do not confuse prompt trend movement with an instantaneous stabilized vertical-speed reading; cross-check attitude and altitude.

Supporting references: FAA guidance.

Vertical Speed Indicator

Introduction to Vertical Speed Indicator

Vertical Speed Indicator Key Highlights

Pitot-Static System

Pitot Tube:

Pitot Heat:

Static Port:

Alternate Static Source:

Vertical Speed Indicator Design and Function

Vertical Speed Indications

Vertical Speed Indicator Regulations

Instrument Errors

Vertical Speed Indicator Preflight Actions

Inertial Reference Unit (IRU), Inertial Navigation System (INS), and Attitude Heading Reference System (AHRS)

Vertical Speed Indicator Anomalies and Malfunctions

Static Port Blockage:

Common Training Aircraft Pitot-Static System Characteristics

Piper Arrow:

Cessna 172:

Vertical Speed Indicator Interactive Scenario

Interactive Scenario

Scenario Complete

Vertical Speed Indicator Knowledge Check

Core Knowledge Review

Advanced Application

Why Take a Quiz?

Vertical Speed Indicator-Related Airman Certification Standards

Vertical Speed Indicator Conclusion

Vertical Speed Indicator References

Instrument Flight Knowledge and Decisions