124 research outputs found
Süt sektöründe toplam kalite ve İSO uygulamaları
No full textTurhan, İlkay (Arel Author) --- 8. Gıda Mühendisleri Kongresi, Ankara, 7-9 Kasım 2013.
Use of steel fiber reinforced mortar for seismic strengthening
No full textBilir, Turhan/0000-0003-0317-026X; Canbay, Erdem/0000-0001-6798-0144; Baran, Mehmet/0000-0001-6674-7308The objective of this research was to develop an economical, structurally effective, and practically applicable steel fiber reinforced mortar (SFRM) which could be applied onto the hollow brick infills of a reinforced concrete (RC) structure. Masonry walls were almost converted into strong and rigid infills with the application of SFRM. Two different mix proportions were produced with the composition of Portland cement, fine aggregate, water, and plasticizer or bonding agent as the chemical admixture. Tests were carried out to determine the optimum steel fiber content (1%, 2%, or 4% by volume) and to clarify the use of plasticizer or bonding agent in the mortar in the context of sticking ability, flexural, compressive, and adhesion strengths. As a result, mortar with plasticizer and 2% steel fiber (by volume) came out to be the optimum mortar mixture as strengthening material. The performance of RC frame strengthened with SFRM containing plasticizer and 2% steel fiber by volume was compared to those of the hollow brick infilled RC frame without strengthened mortar and the hollow brick infilled RC frame with reference mortar. It was observed that the specimen strengthened with the optimum mortar mix satisfied the target objectives of this study. (C) 2010 Elsevier Ltd. All rights reserved
Calculation of NOx Emissions of Short and Medium-haul Domestic Flights with Consideration of the Ambient Effect
No full text8th International Conference on Mechanical and Aerospace Engineering (ICMAE) -- JUL 22-25, 2017 -- Prague, CZECH REPUBLICWOS: 000427156200079In this study, NOx emissions of typical flights at two domestic round trip routes (206-271 NM and 625-740NM) are quantified. The flight and engine parameters were obtained from actual flight data records, whereas the emission index of sea level NOx was obtained from the emission database of the International Civil Aviation Organization for a specific type of engine. Using the Boeing Fuel Flow Method 2 for altitude correction, the total flight NOx emissions are found to be on average 66.2 kg for short and 152.2 kg for medium flight distance, showing a NOx per kilometer of between 0.32 and 0.21 g/km. The fraction of landing and takeoff NOx emissions changes between 17.2% and 10.0% on average, depending on flight distance. The average total flight NOx emission per kg fuel burned is calculated to be 31-32 g/kg fuel. When a constant relative humidity is assumed as 60% during an entire flight, the total NOx emissions is found to be up to 12.1 kg lower than for those where the relative humidity depends on altitude.IEEEScientific and Technological Research Council (TUBITAK) [111Y048]; Anadolu University Scientific Research Project Commissions of Turkey [1205F091]This study was supported by the Scientific and Technological Research Council (TUBITAK) (Project No: 111Y048) and Anadolu University Scientific Research Project Commissions (Project No: 1205F091) of Turkey. The author gratefully acknowledges Turkish Airlines (THY) as a partner in the projects, allowing access to actual flight data
Sharing data and models in software engineering / Tim Menzies, Ekrem Kocaguneli, Leandro Minku, Fayola Peters, Burak Turhan.
No full textcomputer bookfair2016Includes bibliographic references.378 p
Effects of Ambient Air Temperature on Gaseous Emissions of Turbofan Engines
No full textWOS: 000376672600018This study presents the results of analyses related to the effects of ambient air temperature (ranging from 5.2 to 23.9 degrees C) on certain engine performance parameters and gaseous emissions, carbon monoxide and nitrogen oxides. The data set used in the analyses was developed from gaseous-emission measurements of aircraft turbofan engines, during routine test-cell operations after overhauls. The engine focused on is the CFM56-7B26. Because the data were recorded in a continuous manner, all of the parameters have been characterized throughout the operations between idle to takeoff power. Two important parameters, combustion efficiency and specific fuel consumption, are also identified for all of the power settings, and are used to evaluate the effects of ambient air temperature on emissions. The results suggest that ambient air temperature is negatively correlated with thrust and pressure ratios, whereas it is positively correlated with exhaust-gas and combustor-inlet temperatures. In addition, the effects of ambient air temperature on thrust, combustor-inlet pressure, and overall and high-pressure compressor pressure ratios are higher at higher power settings than at lower power settings. Furthermore, the higher the ambient air temperature is, the higher are the combustion efficiency and specific fuel consumption, particularly at low power settings. At ground-idle power settings, the specific fuel consumption is found to be 41 and 24 g/kNs for above and below 14.0 degrees C of ambient air temperature. The nitrogen oxides results are generally found to be lower than the International Civil Aviation Organization nitrogen oxides values, and the results point out, as anticipated, a tendency toward higher nitrogen oxides at higher ambient air temperatures. Carbon monoxide emissions at low power settings are found to be highly variable compared to those for the International Civil Aviation Organization values, due to the fact that the carbon monoxide emissions are strong functions of engine power at low power settings, and any difference in engine power leads to substantial differences in carbon monoxide emissions. Therefore, this difference is addressed to the difference in idle power assumption of the International Civil Aviation Organization. The effects of ambient air temperature on carbon monoxide emissions also suggest a negative correlation, particularly at low power settings, whereas it is not as discernible as with the nitrogen oxides emissions.Scientific and Technological Research Council (TUBITAK) of Turkey [111Y048]; Anadolu University Scientific Research Project Commissions of Turkey [1205F091]; Turkish Airlines; Turkish Technic, Inc.This study was supported by the Scientific and Technological Research Council (TUBITAK) (project number 111Y048) and the Anadolu University Scientific Research Project Commissions (project number 1205F091) of Turkey, in partnership with Turkish Airlines and Turkish Technic, Inc. The author thanks Lead Engineer Mehmet Gungor, operational fuel manager Resat Gunduz, and the staff of the test cell (Mehmet Ucarsu, Cemil Ovacik, Cetin Nogan, Ersin Gokdemir, I. Volkan Kadioglu, and Sevdar Ozkan) for providing the necessary installations and for many useful discussions
Occurrence of aflatoxin B1, total aflatoxin and ochratoxin a in bulgur commercialized in Turkey
No full text#nofulltext# --- Turhan, İlkay (Arel Author), Büyükünal, Serkan Kemal (Arel Author), Şakar, Fitnat Şule (Arel Author) --- Conference : II International VETistanbul Group Congress. DIGEST : Saint-Petersburg, Russia, 07-09 April 2015.Mycotoxins are important fungal toxic secondary metabolites with regards to food safety. They are formed during cereal growth or in post-harvest storage and they may not be completely removed during food processing operations. Mycotoxins have carcinogenic, mutagenic, teratogenic, toxicological effects on humans and animals. In this study, totally 113 bulgur samples were investigated for the levels of afl atoxin B1 (AFB1), total afl atoxin (AF Total) and ochratoxin A (OTA) by ELISA technique. AFB1 levels were between 0-1 ppb in 61 samples (53.98 %), between 1.001-1.999 ppb in 52 samples (46.02 %). AF Total levels were between 0-1 ppb in 20 samples (17.70 %), between 1.001-1.999 ppb in 46 samples (40.71 %), between 2-2.999 ppb in 39 samples (34.51 %) and between 3-3.999 ppb in 8 samples (7.08 %). OTA levels were between 0-1 ppb in 69 samples (61.06 %), between 1.001-1.999 ppb in 35 samples (30.98%), between 2-2.999 ppb in 6 samples (5.31 %) and above 3 ppb in 3 samples (2.65 %). These three bulgur samples were contaminated at levels above the legal limit (max 3 ppb) for ochratoxin
Effect of Aging Time and Temperature on Surface Properties of Metal Doped Silica Aerogel
No full textDMLS YÖNTEMİYLE SİNTERLENEN Ti6Al4V ALAŞIMININ MİKROYAPISI VE İŞLEM PARAMETLERİNİN MİKROSERTLİĞİNE VE YOĞUNLUĞUNA ETKİSİNİN ARAŞTIRILMASI
No full textBu çalışmada, eklemeli imalat yöntemlerinden biri olan DMLS (doğrudan lazer metal lazer sinterleme) cihazı ile Ti6Al4V toz malzemesi kullanılarak deney numuneleri üretilmiştir. DMLS imalat yöntemi ile lazer gücü, lazer tarama hızı, tarama mesafesi gibi farklı imalat işlem parametreleri ve bu parametrelere bağlı farklı enerji yoğunluğu değerlerinde ve X tarama stratijisini Ti6Al4V toz malzemesine uygulayarak deney numunelerinin imalatı yapılmıştır. Farklı lazer enerji yoğunluğu değerleri uygulayarak numunelerin, mikrosertlik, imalat yoğunluğu ve mikroyapısı araştırılmıştır. Numuneye Standart imalat işlem parametreleri 1,36 J/mm2 enerji yoğunluğu ve x-tarama stratijisi uygulayarak 345 HV mikrosertlik değeri elde edilirken, 3 J/mm2 enerji yoğunluğu değerinde 414 HV mikrosertlik değerine ulaşılmıştır. Standart imalat işlem parametreleriyle imalat (sinterleme) yoğunluğu 4.40 g/cm3 iken, 3 J/mm2 enerji yoğunluğu değerinde 4.44 g/cm3 yoğunluk elde edilmiştir. Mikroyapı incelemelerinde nunumenin enine kesitinde eş eksenli tanelerin oluştuğu görülmüştür.
Anahtar Kelimeler : Metal sinterleme, işlem parametreleri, mikroyapı, mikrosertlik, yoğunluk,Ti6Al4
Geleneksel bir gıda olarak ilkme yoğurdunun mikrobiyolojik ve kimyasal özellikleri
No full textTurhan, İlkay (Arel Author). --- #nofulltext# --- Conference: 4.Gelenelsel Gıdalar Sempozyumu, Adana, 17-19 Nisan 2014.İlkme yoğurdu Denizli’nin Acıpayam ilçesinde eskiden beri yapılan, günümüzde kolay fabrikasyon üretimi tercihleri nedeniyle unutulmaya yüz tutan geleneksel bir üründür. İlkme yoğurdu küpeç denilen toprak kaba süt, yoğurt (maya olarak) ve tuz karışımının ilave edilmesi, ham yoğurdun oluşumunun ardından kap içine 2-3 günde bir süt eklenmesi, altta oluşan suyun atılması ve bu yapının bir ay boyunca güneşte mayalanmasıyla üretilen zahmetli fakat bir o kadar da sağlıklı ve lezzetli bir gıdadır. Bir aylık olgunlaşma süreci sonunda yoğurt yenecek tat ve kıvama ulaşır. Bu çalışmada belirtilen şekilde ev koşullarında üretilen ilkme yoğurtlarının (3 adet) mikrobiyolojik ve kimyasal analizleri yapılarak kalite kriterleri araştırılmıştır. Örneklerde ortalama olarak toplam mezofilik aerop bakteri 2,74 ile 4,58 log kob /g, Lactococcus sp. 2,89 ile 8,05 log kob/g, Lactobacillus sp 3,16 ile 7.98 log kob/g, maya- küf 2,32 ile 7,75 log kob/g, koliform grubu 2,51 ile 7,24 log kob/g olmak üzere oldukça geniş bir aralıkta değiştiği tespit edilmiştir. Kimyasal olarak asitlik, yağ, kuru madde, kül, protein ve tuz tayinleri gerçekleştirilmiştir. Geleneksel bir ürün olarak ilkme yoğurdunun kimyasal ve mikrobiyolojik açıdan standart yoğurt özelliklerinden oldukça farklı kriterlerde olması, endüstride ve geleneksel olarak üretilen süt ürünlerinden oldukça farklı bir üretim metoduna sahip olmasından kaynaklandığı düşünülmektedir
Underwater separation of gravel from sand in hydraulic dredging ships
No full textGravel is a material with multiple purposes in construction and infrastructure. Its usage ranges from construc-tion of roads, building navigational channels to land reclaimation. Gravel can be obtained through multiple methods, such as dredging with ships. One of such dredging ship is the trailing suction hopper dredger (TSHD). However, in the seabed the gravel is thoroughly mixed with sand, thus during the collection process the unwanted sand is pumped up with the gravel. It is not uncommon to receive up to 80% sand and only 20% gravel. In order to use the storage of the ship more efficiently, the gravel is separated from the sand through an on board sieve installation. The sand is released back into the water and the gravel is collected in the hopper. This has several disadvantages, such as wasting energy by pumping unwanted sand which is returned back to the seabed. The turbidity in the seabed that occurs by releasing the fine sand which settles slowly to the seabed. And the requirement of a large sieve installation to separate the gravel from the sand, which reduces the already limited space of a ship. In order to limit the mentioned disadvantages, it would be favourable to bring the separation process at or near the seafloor. Through a literature study the best underwater separa-tor has been selected. From this it is concluded that the usage of a jet that pushes fine sediment out is the best for underwater separation. The fine sediment is pushed to the upper part of the pipe, whilst the coarse particles resist the jet and remain at the lower part of the pipe. The fine particles at the top are sucked in by a retour pipe, which guides them down to the seabed where it is released with a lowered environmental impact. Further research on this concept is done through the use of computer simulations which models the conditions using a drift-flux solver. The concept has been tested with different configurations to determine the influence of several input variables. The chosen variables are the inlet velocity, jet velocity, sediment size and sediment concentration. For these configurations the separation efficiency of the system is determined by analysing the retained gravel and the filtered sand. The containment of gravel is generally over 90% and highly satisfactory. The maximum separation of sand is 50%. These results indicate the viability of the system and thus research on improvements are recommended to further increase the systems effectiveness and efficiency.Offshore and Dredging Engineerin
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