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Although modern aviation has a history of more than a century, it has developed at a rapid pace with the influence of unlimited military demands. After the first taking off was achieved in 1903 with a controlled, self-propelled, and heavier-than-air vehicle developed by the Wright Brothers in America, aircrafts began to be used for military purposes from 1912. This situation doubled production and development. In the First World War, aviation started to be talked about production speed, and in the interwar period, distance, altitude, and speed records. As a result of the increase in the power and number of engines used in aircraft, passenger and freight transportation emerged. The armed forces, transporters, pilots, and aircraft factories have directed the industry. In the early days, Turkish aviation developed simultaneously with international developments, and while it came into existence early in 1912, it was unfortunately interrupted after a 47-year period due to wrong attitudes and policies. In the study, it is aimed to deal with the interruption of the first period of Turkish air industry in the historical perspective because of the obstacles against the opportunities that emerged in the installation process between 1912-1959 that started in parallel with the world. It has been mentioned that what happened in the development process of the Turkish aviation industry before and after the Republic was due to personal negative attitudes, close-mindedness and not believing in what was achieved. In the study, by using the literature review and analysis method, it has been tried to present a suitable perspective for the construction of the future by examining the reasons that stopped the development of Turkish aviation. [ABSTRACT FROM AUTHOR]

Aviation sector have been improved consistently. As of the parallel to this, there is an important rising in the air transportation. Pollutant emissions from aircraft emissions increase with the increasing of the air traffic. In this study, the nitrogen oxides (NOx), carbon monoxide (CO), and unburned hydrocarbon (HC) from turbofan and turbojet engines of different manufacturer companies are investigated for used passenger transportation and private intentions. In the study, the variations with fuel flow and power setting of engine emissions are determined using International Civil Aviation Organization (ICAO) data. Also, the effect of three different methyl butanoate blends including pure biodiesel fuel (100 % methyl butanoate), 20% methyl butanoate -80% Jet A fuel, and 50% methyl butanoate-50% Jet A fuel on the emissions of CF6-80C gas turbine turbofan engine has been investigated in the present study. It is determined that the NOx emission increases with the increasing of the fuel flow for investigated engines. Contrary to NOx emissions, it is also determined that the CO and HC emissions are much little levels at the high power settings comparison low power settings. It is determined that the incomplete combustion in low power settings reasons this case. It is found that the blend fuels and pure bio-fuel produce less CO, HC and NOx emissions than Jet A fuel. [ABSTRACT FROM AUTHOR]

Overall efficiency is an important design parameter of the engine in preliminary design and defined as the ratio of aircraft thrust power to the rate of thermal energy released in the engine. In this paper, effects of the fan pressure ratio and the bypass ratio on engine overall efficiency were investigated for afterburning and separate flow turbofans. With this purpose, fan pressure ratio?bypass ratio?overall efficiency three dimensional graphs were developed and then computer experiment results were evaluated for three different flight Mach number. [ABSTRACT FROM AUTHOR]