Mechanical Engineering

I am a Coordinator at an inspection company for the Port of Houston. As far as I have experience in this, a heel is product that is below the roof level (if there is one) in a storage tank. Water heel probably just refers to the amount of water in the product at the bottom of the tank, as water is usually heavier than most products.

Yes, because if a car is really really long that means that it's really heavy. Which also means that it will move slower than a really short car because there wouldn't be as much weight to carry.

p1=power of 1st crane

p2=power of 2nd crane

p1= 2 p2

{But power = Velocity * Force

weight of both steel is same so force is same for both

p1=2p2

V1 * F=2( V2 * F)

V1 = 2 V2

therfore

velocity of 1st steel moving up is 2 times that of the 2nd steel bar moving up

Or the cranes are set at different angles - bam2

Knots one nautical mile per hour there are 1 1/8 of a nautical mile in a statute mile

Originally measured by throwing a piece of wood attached to a piece of rope over the back of a boat and counting how many knots went past in a given time. These days it is more normally measured by: a/ using a pitot static tube which measure difference in pressure and uses bernoulli's equation (enter into wikipedia as is easier to read) to find the velocity. b/ Some form of propeller (technically impeller) which is suspended under the boat. The passing water turns, the speed of rotation is measurred and this gives you the speed of the boat. c/Using ultrasonics to measure the speed that small bubbles of air in the water passing under the boat go past.

Lapping is a grinding process.

It is done to remove high spots and to create a good seal between two surfaces.

A typical example would be lapping valves in an auto engine

Overspeed trip.

Gas cutting & burning loss calculation chart required for mild steel plate?

This time is needed for just starting the spare feed pump...

for example : if we take a size of diameter 480mm fabricated pipe of wall thickness 3mm from this we going make a elbow by formula

CMof Circle X required degree by 360 X 2 X no .of cut needed

= 1520 X 90 / 360 X 2 X 3

= 64mm

make a divde four lines on pipe

mark of line of half of diameter = 220mm in two lines next to next parallel

mark 6.4 cm by one half to another half

on both lines

then u make cut it

u will get elbow

1008: C < 0.1%, Mn 0.3 - 0.5%, P < 0.04%, S < 0.05%, Fe - Rest

1040: C 0.37 - 0.44%, Mn 0.6 - 0.9%, P < 0.04%, S < 0.05%, Fe - Rest

69%

I assume you are talking about removing trapped air from the cooling system. Park uphill or jack up the front of the vehicle. Remove the radiator cap, turn heater control to hot, and start the engine. Keep the coolant level full, while the engine runs. Watch for air bubbles escaping from the radiator. When you see none, all the air is purged. It may also have a Schroeder valve somewhere on the cooling system at the highest point that can be used to purge air.

RB25det engine 2.5 liter Single turbo, the turbo is a T3 clone ball bearing

They are both lever actions, in a way. It's a question of mechanics. Lever action rifles fell out of favor for a variety of reasons. Difficult to fire prone (lever travel), tubular magazines (blunt lead bullets only), loss of sight picture, I'm sure people can add their favorite. Pump actions weren't very popular for rifles for many of the same reasons. Tubular magazines aren't hazardous for shotguns because of the wide, blunt, plastic ends don't pose much hazard of igniting the round in front of it. The best shotguns in the world, and the best rifles for that matter, aren't lever action or pump, they are bolt or dual barrel.

For firepower - Semi-auto gas or recoil w/ spring return

For accuracy - Bolt/break action

For a civilian compromise - lever action/pump

I've fired both. For a shotgun, fired at an angle from a standing position, the pump is more ergonomic than the lever. For a rifle, standing on a more horizontal plane, it comes down to preference.

Usually, no.

Most of the time, the pilot or crew determine the required amount of fuel for a specific flight plan. They also carry extra fuel in case aircraft has to be diverted, heavy traffic, or changes in route. The idea behind it is that, in order to reduce fuel consumption, the plane has to be as light as possible, so the less fuel the plane is carrying, the better. The extra is there for safety. Rarely is fuel wasted during normal flights, and planes can land with a surplus.

In emergency procedures, it is a different story. If a commercial or military aircraft has an engine failure during takeoff, if the situation is stabilized, the pilot will then circle the airport getting rid of fuel if it is safe to do so. This is done so that in the event of an emergency landing, there is less fuel to ignite or cause an explosion.

It is the alarm that give the status of the person in unattendent engine room.

yes low pressure in tank and high pressure on driver side before tansfercase but after fuel filter. if you follow the fuel line from the fuel filter backside you'll run right in to it

The turbine heat rate of a steam turbogenerato is the ratio of thermal input: power generated. It is often expressed in kJ/kWh. The efficiency of the turbogenerator is simply calculated from this.

The plant heat rate is the ratio of fuel energy into the plant: power generated. It is greater than the turbine heat rate, because not all of the fuel's thermal energy can be captured by the boiler, and also power station services such as fuel handling, flue gas cleaning etc consume power. Consequently, more fuel is needed for each unit of useful net power produced. Plant heat rate is often expressed in kJ/kWh or Btu/kWh.

The fuel energy input used in the plant heat rate calculation may be on a higher heating value (HHV) or a lower heating value (LHV) basis, and the plant power output, although usually on a net (net of plant own consumption) is sometimes on the basis of that at the generator terminals. Whatever is used should be made clear, but it often is not.

There is no perfect incompressible fluid.You can compress anything with certain pressure.

no,because boat uses hydraulic oil of less viscosity.

Inefficiencies in a mechanical device related to parts rubbing together such that kinetic energy is turned into heat energy.

because he sat on the toilet

sitting on the toilet

Plant Design Management System.

This softwere is used for 3d designing of offshore platfroms, refineraires, chemcial plant, power plant etc.

In discussing adiabatic efficiency, it is best to first define efficiency. In its broadest terms, efficiency can be defined as the ratio of work output to work input normally expressed as a percentage. With regard to a compression application, one measure of the efficiency of a compressor is the adaibatic efficiency (Volumetric Efficiency being the other). Adiabatic Efficiency is the ratio of the amount of horsepower required just to compress a particular gas (Adiabatic Horsepower) divided by the total brake horsepower required for a praticular type of compressor to accomplish the desired compression. Note that Adiabatic Power is the same regardless of the type of compressor used because it is a function of the physical properties of the gas being compressed, and not the type of compressor doing the work. In other words, it takes a specifc amount of energy to compress a specific volume of gas to a particular pressure and this energy is the same no matter what technology you use to accomplish the compression. Adiabatic HP is the numerator of the equation and is the same no matter what kind of compressor is used.

The denominator of the equation is total brake horsepower (BHP) and it is the total power required for a compressor to accomplish the desirder compression. This will be a larger number as BHP includes adiabatic power plus all the other energy required by the compressor to overcome other losses requiring energy such as drive losses, mechanical friction losses, intake/discharge valve losses, heat exchanger losses, lubrication system power, etc.

Therefore, to answer the question specifically would require information on the specific gas being compressed, flow, pressure, atmospheric conditions, etc. To answer the question in general terms, the rotary vane type compressor will typically have a higher adiabatic efficiency than screw compressors and reciprocating compressors by virtue of the fact that other losses from friction, lube systems, valves, etc. which tend to be significant with screws and recips are not substantial and sometimes not present at all with vane technology. As such, vane compressor total BHP is normally lower than other technologies resulting in higher adiabatic efficiency. Another reason vane machines often have higher adiabatic efficiency is that they are limited to a maximum compression ratio of approximately 4.5 to 1, (depending on the type of gas and the application requirements). As is documented in Marks' Standard Handbook for Mechanical Engineering, as compression ratio increases, both adiabatic efficiency and volumetric efficiency decrease on screws and recips. Therefore, for discharge pressures up to approximately 125 psig, the vane technology, even in a two stage system, will likely be more energy efficient than other compression technologies.

The above is a broad answer to a specific question and the degree to which the efficiency is greater (or not) will vary with the specifics of the application. Adiabatic efficiency is however, a good measure of efficiency and a good indicator of how energy efficient equipment will be once in operation. All the compression technologies mentioned are viable and proven and some are better suited than others depending upon the specifics of the application. For example, as noted above, the vane machine is well suited for relatively high flows and for compression up to about 125 psig. For processes requiring compression above 125 psig discharge pressure, the vane technology is not suitable and screws or recips are likely the more appropriate technologies. Finally, in addition to power cost, buyers should also other factors that impact the cost of ownership such as parts, service, and maintenance requirments when considering compression equipment.