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    Determination of Environmental Impacts Of Commercial Flights During the Landing and Take-off Cycle
    (Osman SAĞDIÇ, 2021) Akyüz, Mehmet Kadri
    The aim of this study is to determine the hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CO2), nitrogen oxide (NOx) emissions caused by commercial flights and the global warming potential of these emissions. Environmental effects were calculated for the landing and take-off (LTO) cycles of aircraft and their effects on global warming potential were determined. The environmental impacts of 22 different models of aircraft in the LTO cycle and their impact on global warming potential were calculated. Fuel consumption, HC and CO emissions reached the highest value in the taxi phase. It was determined that NOx emissions reached the highest value in the climb-out phase. It is concluded that HC and CO emissions can be reduced approximately 7% by shortening the taxi time by 2 minutes. It has been calculated that the effect of the climb-out phase on the global warming potential in the LTO cycle is the highest with 40%.
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    Determination of fuel consumption and pollutant emissions with the real-time engine running data of aircrafts in the taxi-out period
    (Emerald Group Publishing, 2021) Akyüz, Mehmet Kadri
    Purpose – The purpose of this paper is to calculate the fuel consumption and emissions of carbon monoxide (CO), nitrogen oxide (NOx) and hydrocarbons (HC) in the taxi-out period of aircraft at the International Diyarbakir Airport in 2018 and 2019. Design/methodology/approach – Calculations were performed by determining the engine operating times in the taxi-out period with the flight data obtained from the airport authority. In the analyses, aircraft series and aircraft engine types were determined, and the Engine Exhaust Emission Databank of the International Civil Aviation Authority (ICAO) were used for the calculation. Findings – Total fuel consumption in the taxi-out period in 2018 and 2019 was calculated as 525.64 and 463.69 tons, respectively. In 2018, HC, CO and NOx emissions caused by fuel consumption were found to be 1,109, 10,668 and 2,339 kg, respectively. In 2019, the total HC, CO and NOx emissions released to the atmosphere during the taxi-out phase are 966, 9,391 and 2,126 kg, respectively. B737 Series aircraft have the largest share in total fuel consumption and pollutant emissions. Practical implications – This study explains the importance of determining fuel consumption and pollutant emissions by considering engine operating times in the taxi-out period. The study provides aviation authorities with scientific methods to follow in calculating fuel consumption and emissions from aircraft operations. Originality/value – The originality of this study is the calculation of fuel consumption and pollutant emissions by determining real-time engine running times in the taxi-out period. In addition, calculations were made with real engine operating times determined in the taxi-out period using real flight data.
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    Economic and environmental optimization of an airport terminal building's wall and roof insulation
    (MDPI, 2017) Akyüz, Mehmet Kadri; Altuntaş, Önder; Söğüt, Mehmet Ziya
    HVAC systems use the largest share of energy consumption in airport terminal buildings. Thus, the efficiency of the HVAC system and the performance of the building envelope have great importance in reducing the energy used for heating and cooling purposes. In this study, the application of thermal insulation on the walls and roof of the Hasan Polatkan Airport terminal building was investigated from energy, environment and cost aspects. This study determined the optimum insulation thickness and assessed its effects on environmental performance based on energy flows. Environmental payback periods were calculated depending on the optimum insulation thickness. The life cycle assessment (LCA) method was used to assess whether the decrease in energy consumption after applying the insulation balanced the environmental effects during the period between the production and application of the thermal insulation material. The global warming potential (GWP) based on IPCC100, and the effects on human health (HH), the ecosystem and natural resources were evaluated according to the ReCiPe method. LCA results were obtained by processing data taken from ecoinvent 3 database present in the Sima Pro 8.3.0.0 software. Applying thermal insulation on the walls and roof of the terminal building was found to decrease heat loss by 48% and 56%, respectively. In addition, the analyses showed that the environmental payback periods for the thermal insulation were shorter than the economic payback periods.
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    The effect of optimum insulation thickness on energy saving and global warming potential
    (Bingöl Üniversitesi Fen Bilimleri Enstitüsü, 2020) Akyüz, Mehmet Kadri
    Building and construction sector in Turkey has a significant share in total energyconsumption. In addition, 45% of global CO2 emissions are also caused by these sectors. Thereduction of fossil fuels used for heating in buildings and the environmental impacts caused bythem has become very important in terms of energy performance and environmental protection.The most effective method of reducing heat losses occurring on the external surfaces is thermalinsulation. In this study, optimum insulation thickness, energy saving, cost saving, payback periodand greenhouse gas emissions were calculated with respect to different fuels for Diyarbakırprovince. The novelty of this study is the determination of the environmental performance as wellas the energy performance of the optimum insulation thickness. Calculations were performedconsidering three different fuels (natural gas, coal and fuel-oil). The optimum insulation thicknesswas calculated using the life cycle cost method. Global warming potential is expressed as kg CO2equivalent (CO2eq.) and calculated by life cycle assessment method. The optimum insulationthickness was found as 0.057 m, 0.066 m and 0.089 m for natural gas, coal, and fuel oilrespectively. Payback periods were calculated as 2.85, 3.57 and 2.05 years for natural gas, coaland fuel oil, respectively. Annual avoided environmental impacts for calculated optimuminsulation thicknesses were found as 17.45, 51.28 and 26.7 kg CO2eq/m2 for natural gas, coal, andfuel oil respectively.
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    Energy Management at the Airports
    (Springer International Publishing, 2019) Akyüz, Mehmet Kadri; Altuntaş, Önder; Sogut M.Z.; Karakoç, T. Hikmet; 0000-0001-9271-1309; 0000-0002-9782-7885; 0000-0001-8182-8667
    [No abstract available]
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    Enviroeconomic optimization of insulation thickness for building exterior walls through thermoeconomic and life cycle assessment analysis
    (Elsevier, 2025) Akyüz, Mehmet Kadri
    The economic optimum insulation thicknesses (OIT) for heated buildings in five different climate regions in Turkiye were determined, and the energy, cost, and life cycle-based environmental performances were analyzed. Calculations were performed using three different fuels (natural gas, fuel oil, and coal) and four different insulation materials: expanded polystyrene (EPS), rock wool (RW), glass wool (GW), and extruded polystyrene (XPS). This study utilized a thermoeconomic approach to evaluate energy and economic performance and a life cycle assessment (LCA) approach to assess environmental impacts, ensuring a comprehensive analysis of insulation strategies. The impacts of climate change factors were expressed as kg CO2 equivalent (kgCO2eq) using 100-years global warming potential (GWP). The annual energy savings varying from 18.41 to 258.15 kWh/(year.m2) for the warmer and the colder climate zones, respectively. The maximum avoided environmental impact (AEI) due to energy saved from thermal insulation was 144.11 kgCO2eq/(year.m2) for coal and RW in coldest climate zone, while the minimum AEI was 5.31 kgCO2eq/(year.m2) for natural gas and XPS in warmest climate zone. Among insulation materials, EPS offers the shortest environmental payback period, whereas RW requires the longest, highlighting material-specific trade-offs. In all climate zones, environmental payback periods are much shorter than economic ones.