CMiYC has an important point. There's a lot more to a power supply than simply providing lots of DC current. Tom's Hardware used a constant load. Computers, especially CPUs do not form a constant load. A cpu may increase its consumption by a factor of 10 almost instantaneously. This can happen everytime the scheduler goes from the idle loop to running a cpu intensive task. The motherboard regulation will absorb some of this, but not all. The PSU must be able to respond to these surges without significant ripple or spikes. This requires good capacitors, and may require tuning the switcher frequency to improve the response.
Fuel is the second biggest expense for most airlines.
The typical airline spends about 15-20% of its revenues on fuel. The only larger cost is payroll and benefits, which seem to be around 30-36% of revenues. For example, Northwest Air reported 18% fuel and 36% payroll, Southwest Air reported 13% fuel and 36% payroll. I suspect the difference is due to the short hop nature of Southwest reducing the total fraction of their work hours airborne.
These numbers are from the SEC EDGAR database
As an aside, the airlines spend multiple millions a year on parallel processing systems to find the optimal crew schedules and minimize personnel costs.
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CMiYC has an important point. There's a lot more to a power supply than simply providing lots of DC current. Tom's Hardware used a constant load. Computers, especially CPUs do not form a constant load. A cpu may increase its consumption by a factor of 10 almost instantaneously. This can happen everytime the scheduler goes from the idle loop to running a cpu intensive task. The motherboard regulation will absorb some of this, but not all. The PSU must be able to respond to these surges without significant ripple or spikes. This requires good capacitors, and may require tuning the switcher frequency to improve the response.
Fuel is the second biggest expense for most airlines.
The typical airline spends about 15-20% of its revenues on fuel. The only larger cost is payroll and benefits, which seem to be around 30-36% of revenues. For example, Northwest Air reported 18% fuel and 36% payroll, Southwest Air reported 13% fuel and 36% payroll. I suspect the difference is
due to the short hop nature of Southwest reducing the total fraction of their work hours airborne.
These numbers are from the SEC EDGAR database
As an aside, the airlines spend multiple millions a year on parallel
processing systems to find the optimal crew schedules and minimize
personnel costs.