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The required take-off thrust was 14,500 lb which would normally be set by advancing the thrust levers to give an EPR reading of 2.04. Due to EPR probe icing the value set, i.e. 2.04, was erroneous and actually equivalent to 1.70 which gave an actual thrust of only 10,750 lb.
Two very popular methods are 1)- retail inventory method, and 2)- gross profit (or gross margin) method. The retail inventory method uses a cost to retail price ratio. The physical inventory is valued at retail, and it is multiplied by the cost ratio (or percentage) to determine the estimated cost of the ending inventory.
Net realizable value (NRV) is a measure of a fixed or current [1] asset's worth when held in inventory, in the field of accounting.NRV is part of the Generally Accepted Accounting Principles (GAAP) and International Financial Reporting Standards (IFRS) that apply to valuing inventory, so as to not overstate or understate the value of inventory goods.
Air flight speed counteracts the jet's exhaust speed. (In an artificial and extreme case with the aircraft flying exactly at the exhaust speed, one can easily imagine why the jet's net thrust should be near zero.) Moreover, since work is force (i.e., thrust) times distance, mechanical power is force times speed. Thus, although the nominal SFC ...
As an example, an early turbojet, the Bristol Olympus Mk. 101, had a momentum thrust of 9300 lb. and a pressure thrust of 1800 lb. giving a total of 11,100 lb. [1] Looking inside the "black box" shows that the thrust results from all the unbalanced momentum and pressure forces created within the engine itself. [2]
The particular take-off distance required may be shorter than the available runway length. In this case a lower thrust may be used. Lower thrust settings increase engine life and reduce maintenance costs. The take-off thrust available from a civil engine is a constant value up to a particular ambient temperature.
Specific thrust is the thrust per unit air mass flowrate of a jet engine (e.g. turbojet, turbofan, etc.) and can be calculated by the ratio of net thrust/total intake airflow. [ 1 ] Low specific thrust engines tend to be more efficient of propellant (at subsonic speeds), but also have a lower effective exhaust velocity and lower maximum airspeed.
Overall, a turbofan can be much more fuel efficient and quieter, and it turns out that the fan also allows greater net thrust to be available at slow speeds. Thus civil turbofans today have a low exhaust speed (low specific thrust – net thrust divided by airflow) to keep jet noise to a minimum and to improve fuel efficiency.