2 Power 64 Is Equal To

[Ronald]

Power is the amount of energy transferred or converted per unit time. In the International System of Units, the unit of power is the watt, equal to one joule per second. Power is a scalar quantity.

Specifying power in particular systems may require attention to other quantities; for example, the power involved in moving a ground vehicle is the product of the aerodynamic drag plus traction force on the wheels, and the velocity of the vehicle. The output power of a motor is the product of the torque that the motor generates and the angular velocity of its output shaft. Likewise, the power dissipated in an electrical element of a circuit is the product of the current flowing through the element and of the voltage across the element.[1][2]

The dimension of power is energy divided by time. In the International System of Units (SI), the unit of power is the watt (W), which is equal to one joule per second. Other common and traditional measures are horsepower (hp), comparing to the power of a horse; one mechanical horsepower equals about 745.7 watts. Other units of power include ergs per second (erg/s), foot-pounds per minute, dBm, a logarithmic measure relative to a reference of 1 milliwatt, calories per hour, BTU per hour (BTU/h), and tons of refrigeration.

As a simple example, burning one kilogram of coal releases more energy than detonating a kilogram of TNT,[6] but because the TNT reaction releases energy more quickly, it delivers more power than the coal.If ΔW is the amount of work performed during a period of time of duration Δt, the average power Pavg over that period is given by the formula P a v g = Δ W Δ t . \displaystyle P_\mathrm avg =\frac \Delta W\Delta t. It is the average amount of work done or energy converted per unit of time. Average power is often called "power" when the context makes it clear.

Power in mechanical systems is the combination of forces and movement. In particular, power is the product of a force on an object and the object's velocity, or the product of a torque on a shaft and the shaft's angular velocity.

From POH at 2000ft: 23.3"/2700, 24.4"/2600, 26.8"/2400 all yield 159ktas. The POH gives the same speed value across all of these settings and it remains the same between best power and best economy mixtures. What I'd like to know is from your experience how true this is?

I was led to believe that in theory the higher RPM settings for equal power yield higher speeds while lower RPMs yield better gas savings. Between best power and best economy, I thought best power should yield a few more knots. Is 75% power based on actual power at best power, best economy, or peak? In other words do you get true 75% at best power and a little less at best economy? Or do you end up getting a boost of slightly more than 75% at best power? The POH does not compensate power variations based on mixture as the MP/RPM values are identical between best and economy powers. So how much power and speed difference is it in reality?

Also, I'm curious how LOP pertains to this. Everyone says LOP is slower. Is that just because for the same configuration it sacrifices power? But if you set power by GPH while LOP to provide 75% power, does it yield the same speed as ROP or is it still slower for some other reason?

75% power is 75% power no matter how you set it, and yes, if you are low enough to develop 75% power while LOP then you will go the same speed as a 75% power ROP setting. Flying LOP only has to result in a loss of airspeed when up high and you cannot develop as much power as you would like.

There is a minor effect on prop efficiency with RPM, so theoretically it *could* vary a little bit with different RPM settings, but it would be hard to measure this without flight test instrumentation, unless you compare something like 2700 RPM vs. 2200 RPM as a rough example (assuming equal power delivery).

Horsepower, or brake horsepower (BHP) is a measurement of the power of an engine. %HP is purely mathematical, so all "75% HP's" are in theory, created equal. %75HP is .75 x max. BHP. In the case of my 210 HP engine, that number is 157.5 and always will be regardless of circumstances.

The real question is whether, when you think your engine is producing 75%HP, it actuallly is. The problem is that in our aircraft we do not have a measurement of BHP output. We have measurements of associated settings such as MP, RPM, OAT, Alt., and we have tables in our POH's that say that if we set MP at a value, and RPM at a value, and OAT and Alt. are at known values, then we get 75%HP (or whatever setting you are looking for). These values were derived from experience with the original test aircraft, aircraft which were new out of the factory and in presumably very good condition. For LOP in particular, we also have formulas that say if you multiply Fuel Flow times the factor for your particular engine's compression (mine is 13.7), you get the %BHP at a LOP setting.

In reality, we probably rarely get what we think we are getting, especially those of us with older aircraft. Too many variables, and some not accounted for in the POH. An engine with poor compression, a camshat that is worn, spark plugs that are not at their best, timing just a hair off, valves leaking a little, propeller profile having changed from being "dressed" many times over many years, all change the "all other things being equal" assumption in the POH table.

So if one pilot in a particular model aircraft sets 75% per his POH, and another pilot does the same in his identical model per his POH, rarely will you have both aircraft (1) actually producing the same BHP, and (2) going the same speed.

And for those of us with 231's and intercoolers, where we have to take the POH settings and make further adjustments, and then adjust the adjustments for changes in temp. and altitude, it is more like witchcraft than art. But fun to do nevertheless. That makes a nice mental image for this time of the year, flying a Mooney "broomstick," I wonder if there is a way to make a game of quidditch work.

Another area with NA aircraft is the ability to make over 75% power LOP or ROP rapidly dimishes with altitude. We all know what the books say but in a 201 the ability to lean to 10.0 GPH LOP pretty much disappears around 4-5,000'. We always seem stuck at exactly 8.7 GPH LOP, 2400 RPM around 4-7K feet. that ends up as right about 67% power. Flying lower and running more GPH nets no real increase in airspeed, going leaner is slower.

As jlunseth points out, our airplanes are not ideal. I noticed our plane seemed a little slower than other 201s, truing out 145-147 KTAS at 5000 feet, 2400 RPM, over a 25 hour period when we went to KOSH. We were also running 40-50 LOP at 65% power. Our EGTs were also peaking at about 1585. absolute flat out sea level WOT IAS was 183 MPH.

I suspected the mag timing was at 20 degrees, which is not approved for the -A3B6D. We reset it to 25 and the difference is dramatic. WOT IAS is now 187, and average Peak EGT is 1520, average TAS is 153 KTS. The horsepower also does not fall off a cliff at 50 LOP. More testing is needed, but it is worth verifying the magneto timing.

The verse in this story on which I would like to focus is Genesis 2:18b. The variations in translation are for the most part slight. The woman is to be an assistant, fit or appropriate for the man. Here are a few translations of the verse; in each God is speaking:

In Phoenicia in about 1500 B.C.E. these two different phonemes, or sounds, began to be written in the same way; that is, they were represented by the same sign. As the scholars would say, the two phonemes merged into one grapheme. Later the pronunciation also merged. In Hebrew the merger appears to have taken place somewhat later, around 1200 B.C.E. Thus, when the Bible was written, what originally had been two roots of >ezer, one with an >ayin and one with a ghayyin, had merged into one.

But the equality of punishment shows up already in Genesis 3, in the punishments of Adam and Eve for having disobeyed God and for having eaten from the forbidden fruit. The equality of their punishments can be seen from the following chart:

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