There are two possible answers to this question - depending on how you read it:
If 2.5 kJ is converted to work but that only represents 8.5% efficiency, then the heat transferred to the surroundings will be 2.5(1-0.85)/0.85 = 26.9 kJ
On the other hand, if 2.5 kJ is the total energy coming in and only 8.5% of it is converted to work, then the other 91.5% is lost to the surroundings:
2.5(1-0.085) = 2.2875 kJ
263/686 or 39%, of available energy is usually transfered from glucose to ATP. The rest of the energy is lost in the form of heat. -Concepts of Biology by Sylvia S. Mader chapter 7 section 7.8
Because unavoidably there would be a loss of energy during the process
In "percent of maximum." A turbine engine's compressor shaft rotates at a very high speed - 20,000 to 30,000 rpm. Let's say your engines run at 25,000 rpm. Pilots don't want to have to do math if they want to slow the engine from 100 percent to 75 percent, they just want to slow the plane down...so the tach is marked in percentage of maximum rotation speed.
It works the same way a car tach works. It measures engine revolutions electrically from the coil/distributor or from a crankshaft sensor that is usually magnetic. On jet engines it is measured from the constant speed drive and is measured in percent of total power available rather than rpms.
increases by 10 percent increases by 10 percent increases by 10 percent
97.58%
263/686 or 39%, of available energy is usually transfered from glucose to ATP. The rest of the energy is lost in the form of heat. -Concepts of Biology by Sylvia S. Mader chapter 7 section 7.8
Because unavoidably there would be a loss of energy during the process
V6 engines........60 to 66 PSI. V8 engines........VIN#Z (E-85(ethanol, 85-percent).............48 to 54 PSI. All other V8 engines are.........................................55 to 62 PSI. Check fuel pressures with key on engine off.
Gasoline engines convert about 30 percent of the fuel's energy content into mechanical work, diesel engines about 45 percent. The rest is heat rejected in the radiator cooling or in the exhaust, or to heat the car interior in cold weather.
Benjamin Franklin Isherwood
There are two types of turbofan engines- high bypass and low bypass engines. About 80 percent of the total engine thrust from a high bypass turbofan engine is produced by the bypass of air around the core. These types of engines generally have a large fan in the front to pull in large volumes of air to produce such a powerful jet stream out the back. The front fan is driven by the compression, combustion, and expulsion of the hot gases out the back of the core. About 20 percent of the air pulled in from the front fan is used to drive the core. High bypass turbofan engines are used on almost all commercial jet aircraft because they burn less fuel. A low bypass engine is exactly the opposite. The core is used to drive a smaller fan in the front which only about 20 percent of the total volume of air pulled in is bypassed. The remaining 80 percent of the air being drawn into the engines core is compressed, combusted, and the hot gasses expelled out the back to produce the necessary thrust to propel a jet forward. Low bypass turbofan engines are found on jets that require supersonic speeds. These engines are incredibly powerful but at the cost of a high fuel burn rate.
If equipped with the 3.3L, it can use E85. All other engines are only allowed up to 10 percent ethanol.
Benjamin Franklin Isherwood
in a food chain, energy transfers from one level to another. The 10% rule says that 10% of energy is transfered from one level to another because the rest of the energy is being used by the organism.
The potential for overall improvement is best considered in terms of the efficiencies: thermodynamic efficiency and and propulsive efficiency of the propulsor. Improved fans and propellers could also increase propulsive efficiency by 9+ percent. The aircraft engine turbine engines have considerable room for improvement, with a potential to improve overall efficiencies by 30 percent or more over the best engines in service today, with the potential for improvement of propulsive efficiency being about twice that of thermodynamic efficiency. These engine have considerable room for improvement, with overall efficiencies im- proving by 30 percent or more compared to the best engines in service today. Improve- ments will come from many relatively small increments.
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