It’s going to depend on your altitude and/or any winds aloft.
I wrote a breakdown of how different airspeeds work, which may be worth checking out.
In summary, the indicated (IAS) speed is a direct measurement of dynamic pressure at the pilot tube. At cruise IAS is effectively the same as Calibrated airspeed (CAS) for most aircraft.
True airspeed (TAS) is the actual speed through the medium of the air and diverges from CAS with any changes in density altitude (which is pressure altitude and/or non-standard temps for a given altitude). TAS will increase by roughly 2% per 1,000 above sea level.
Headwind or tailwind components are subtracted or added, respectively, to your TAS to give you groundspeed (GS).
For navigational purposes, we use whatever TAS we derive from aircraft performance charts, using the combination of power setting and altitude. We then apply the wind correction to that to get our ground speed, which is then used to derive timing for the leg. This can and often does differ on each leg, especially if there are heading changes, or long distances with shifting winds, etc, so it’s tedious to figure this out in preflight planning. Luckily we have tools that can do it for us (but I still like doing it manually, kinda fun).