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Havacılık, uzay ve otomotiv sektörlerinde kullanılan kompozit veya farklı tür malzemelerin birleştirilmesinde büyük avantajlarından dolayı sıklıkla tercih edilen birleştirme yöntemlerinden biri yapıştırıcıyla birleştirme yöntemidir. Yapıştırıcıyla birleştirme yönteminde sıklıkla kullanılan bağlantı tipi ise tek tesirli bindirme bağlantı tipidir. Tek tesirli bindirme bağlantısının hasar yükünü artırmak için kullanılan yöntemlerden biri bindirme bölgesinin geometrik yapısının değiştirilmesidir. Sunulan çalışmada farklı iç kademe uzunluklarına sahip tek tesirli bindirme bağlantıların dört nokta eğme yükü altında mekanik özellikleri deneysel ve nümerik olarak incelenmiştir. Deneysel çalışmada yapıştırılan malzeme olarak sıklıkla havacılık ve otomotiv endüstrilerinde kullanılan AA2024-T3 alüminyum alaşımı ve yapıştırıcı olarak ise çift bileşenli DP460 yapısal yapıştırıcı kullanılmıştır. Sonuç olarak, tek tesirli bindirme bağlantıların bindirme bölgesinde iç kademe yapılması bağlantıda oluşan çatlağın ilerlemesini engellediğinden dolayı, bağlantının eğme yükünü artırmaktadır. Ayrıca bağlantının eğme yükündeki artış oranı bindirme bölgesinin uç kısımlarındaki iç kademe uzunluğuna göre değişmektedir. Sonlu elemanlar analiz çalışmasında yapıştırıcı tabakası cohesive zone model (CZM) ile modellenmesi, deneysel ve sonlu elemanlar analiz sonuçlarının birbiriyle oldukça uyumlu olduğu sonucuna varılmıştır., Adhesive bonding is one of the most preferred joining methods due to its great advantages in joining composite or different types of materials used in the aerospace and automotive industries. The type of joint that is frequently used in the adhesive bonding method is the single-acting overlap joint type. One of the methods used to increase the damage load of the single-acting lap joint is to change the geometric structure of the bond lap region. The mechanical characteristics of single-step lap joints with varied internal step lengths were studied experimentally and numerically under four-point bending force in this work. In the experimental study, AA2024-T3 aluminum alloy, which is often used in the aerospace and automotive industries, and double-component DP460 structural adhesive was used as the adhesive. As a result, internal staggering of single-step lap joints increases the bending load of the joint, since it prevents the propagation of crack formed in the joint. In addition, the rate of increase in the bending load of the connection varies according to the length of the inner stage at the ends of the overlap zone. In the numerical analysis study, it was concluded that the adhesive layer was modeled with the cohesive zone model (CZM), and the experimental and finite element analysis data were quite compatible with each other.

In this study, stochastic analyses of isolated and nonisolated highway bridges under spatially varying ground motion are performed. The bridge is isolated with triple concave friction pendulum (TCFP) bearing. The selected bridge is assumed to be constructed on homogeneous soft soil. Incoherency effects are neglected and wave passage effect is taken into account in the stochastic analyses. The bridge model subjected to spatially varying earthquake ground motions in the horizontal direction. The horizontal input is assumed to travel across the bridge from left to right side with finite velocities of 100m/s, 200m/s and 400m/s. The means of the maximum responses of displacement and internal forces of bridge deck are investigated. The results of these stochastic analyses are also compared with the results of infinite velocity. Analysis results show that using TCFP bearing on Highway Bridge reduces means of maximum values of total axial force, shear force and bending moment of bridge deck by 89%, 86% and 96%, respectively. In generally, low speed is more effective than high speed at the means of the maximum responses of internal forces of bridge deck. The finite velocity is the most effective at means of the maximum responses of horizontal displacement of bridge deck.

The goal of this paper is to investigate the non-linear response and to assess the seismic performance of a six story eccentrically braced steel frame (EBF). For this, split-K-braced EBF with high ductility level designed according to the Turkish Earthquake Code-2007 (TEC-07) is analyzed under seven selected earthquake records. The performance of the EBF is assessed considering drift, story and base shear demands, brace and column axial forces and bending moment demands, link beam shear force and rotation demands. Mean values of the demands are used in the performance assessment. The provisions based on capacity design approach specified in TEC-07 for EBFs with high ductility level are discussed by employing the findings., Bu çalışmada, Deprem Bölgelerinde Yapılacak Binalar Hakkında Yönetmelik-2007 (DBYBHY-2007) ye göre boyutlandırılan altı katlı dış merkez çaprazlı bir çelik perdenin deprem performansı, zaman tanım alanında doğrusal olmayan hesap yöntemi kullanılarak değerlendirilmiştir. Bu değerlendirmede göreli kat ötelemeleri, kat kesme kuvvetleri, çapraz ve kolonların iç kuvvet istemleri ile bağ kirişi kesme kuvveti ve dönme istemleri dikkate alınmıştır. Zaman tanım alanında doğrusal olmayan analizler yedi adet deprem ivme kaydı kullanılarak gerçekleştirilmiştir. Analizler sonucu elde edilen istemlerin ortalama değerleri esas alınarak dış merkez çaprazlı çelik perdelerin kullanıldığı orta yükseklikteki binalar için DBYBHY-2007'de öngörülen kapasite tasarımı yaklaşımının yeterliliği araştırılmıştır.

Tez (Yüksek Lisans) -- İstanbul Teknik Üniversitesi, Fen Bilimleri Enstitüsü, 2015, Thesis (M.Sc.) -- İstanbul Technical University, Instıtute of Science and Technology, 2015, Dünya ekonomisindeki hacim artışı sebebiyle, deniz taşımacılığında hedeflenenleri karşılamak amaçlı, deniz ticaretinin en önemli ayağı olan konteyner gemilerinin boyutları büyümüş ve kapasiteleri artırılmıştır. Daha fazla konteyner taşıyabilmek için gemiler, daha geniş ambar açıklıkları ile inşa edilir duruma gelmiştir. Geniş ambar açıklıklı gemilerde meydana gelen yapısal problemleri çözmek amaçlı birçok çalışma yapılmıştır. Geminin seyri esnasında maruz kaldığı burulma yüklemesi bu problemlerin başında gelir. Sunulan bu çalışmada geniş ambar açıklıklı konteyner gemilerinde burulma yüklemesinden meydana gelen çarpılma gerilmelerinin incelenmesi amaçlanmıştır. Geniş ambar açıklıkları gemide süreksizlik noktası yarattığından burulma rijitliğini azaltıcı rol üstlenir. İnce cidarlı yapılar olan konteyner gemilerinde ise burulma rijitliği konusu oldukça önemli olup, son yıllarda yapılan çalışmalarda başat bir rol üstlenmiştir. İlk bölümde konteyner gemileri hakkında genel bilgi verilmiştir. Bunu takip eden ikinci bölümde yapısal problemleri beraberinde getiren geniş ambar açıklıklarına değinilmiştir. Bu süreksizlik yapısının dizayn aşamasında nasıl dikkate alınması gerektiği belirtilmiştir. Üçüncü bölümde burulma konusu anlatılmıştır. Açık güverteli gemilerde burulmanın önemine değinilmiştir. Takip eden bölümlerde ise gemi kiriş kabulü ile burulma momentinin nasıl hesaplanacağı anlatılmış olup, bu hesabı gemi kirişinin burulmaya olan tepkisinin analizi izlemiştir. Bu bölümde son olarak gemi gövdesinin burulma momenti karşısında uğradığı deformasyonlara yer verilmiştir. Bölüm dörtte, burulma kaynaklı çarpılma konusu öncelikle teorik olarak ele alınmıştır. İlk olarak, konteyner gemilerinin güverte yapısında meydana gelen deformasyon ve gerilmeler incelenmiştir. Daha sonra çarpılma temel olarak iki kesit grubunda anlatılmıştır. Açık ve kapalı kesitlerde çarpılmanın nasıl oluşacağı, serbest ve kısıtlanmış çarpılma denklemlerine yer verilmiştir. Takip eden bölümlerde ise çoklu ve karışık kesitlere değinilmiştir. Beşinci bölümde teorik olarak bu çalışmada sunulan ifadeler, örnek bir konteyner gemisi kesiti üzerinden çözülmüştür. Konteyner gemi kesiti öncelikle çift yalnızca çift dip olarak ele alınmıştır. Kesitin özellikleri ve müteakiben çarpılma fonksiyonları hesaplanmıştır. İkinci kesitte ise birinci kesitin ara güverteli haline yer verilmiştir. Aynı şekilde ikinci kesit için de çarpılma katsayısı belirlenmiştir. Üçüncü ve son kesitte ise, ana ve ara güvertesi olan bir yapı göz önüne alınmıştır. Çapılma katsayısının hesabının ardından; güvertelerin kesitin rijitliğini artırdığı gözlemlenmiştir. xvi Sonuç bölümünde ise kesitlerin çarpılma katsayıları karşılaştırılmıştır. Gemi kesitinin kapalı kesite yaklaştıkça, çarpılma rijitliğinin arttığı ve buna bağlı olarak da çarpılma katsayının azaldığı görülmüştür., Due to the fact that the world has a growing economy, the maritime transportation tools have begun to be developed in order to meet the intended purposes. The main instrument of maritime transport is container ship. To be able to carry more and more container, the ships are built with large deck openings. In the early 1900s, the container ship capacity was about 5000 TEU whereas in today's time the capacity is scaled up to 20000 TEU. The container ships of large deck openings have structural problems. Many researches have been done to sort out the structural problems. Almost every classification society do many research and statistics in order to lighten the design issues in a structural manner. If one have a look at the main structural problem, it is seen that the torsional loading that the ship is exposed to during seaway is the leading issue. In this study, it is aimed to investigate the warping stresses induced by the torsional loading of the container ships with large deck openings. Larger and larger deck openings are being design in recent days in order to overcome the increasing demand for much more container transport. However, the large openings bring about lowering the torsional rigidity because large openings create discontinuity point. The cargo area, the area between engine room and cargo area or cross deck beams can be defined as discontinuities in ship hull. Besides the effect of the discontinuities, there are structural problems that comes from being designed as thin walled. To be able to lighten the container ships, they are designed as thin walled structures. That's why the torsional rigidity is quite important. In recent years, studies on warping have conducted a dominant role. In the first section, general information is given about container ships. The progress in the container carrying capacity and the development of larger container ships are the major topic in the beginning part. In the following second section, large deck openings that bring about many problems are examined. What is more, some pictures of ship's deformations through the waves are given in order to emphasize the significance of the structural problems. Especially the discontinuity points are the main difficulty in design process. In the third section, it is given wide coverage to torsion. In this part, first of all, the development of the recent torsion theory is shared. Many physicists and structural researchers try to lighten the torsion base. For example, A. Michell and L. Prandtl searched flexural-torsional buckling whereas S. P. Timoshenko preferred to write a paper on the effects of warping torsion in I beams. In early 1900s, Vlasov presented the theory of general bending and twisting of thin walled beams. The importance of torsion for the ships with large deck openings is mentioned in third subdivision. In the next sections, the ship is assumed as a beam and the proper ways to calculate the torsional moment are analyzed. Lastly in this section, the several deformations under torsional moment are explained. In the fourth section, warping induced by torsion is dealt with primarily in theoretic view. At first, the deformations and stresses on deck structure are examined. Many sketches are given to make the deformations and ship sections more clear. It is mentioned that all the ships are exposed to torsional loading during the sail. Although the structural torsional rigidity of the ship is adequate enough, this torsional loading is the major concern for the designer of the ship. The dynamic movement of the ship contributes to stress of the hatch opening edges. During the ships sail among oblique waves, the vertical bending moments are decreased whereas the bending moments in the horizontal direction and the torsional moments are increased. The model test shows the rolling's big effect on torsional moment. Furthermore, there becomes a static loading to the ship's hull in some cases. One the most import case is the loading/unloading of the cargo in improper way. The sequence of the cargo handling and loading has a significant effect on still water torsional loading. One of the sketches shows the torsional moment distribution along the ship. One can understand that the most critical are is the cargo area of the ship. Additionally, as the container ships are considered and designed as thin walled structures, the basics of the thin walled theory is given in order to make the ship's structural behavior more clear. In the fourth section, warping is mentioned in two main groups. The open and closed cross section warping is explained in detail. After all, multiple cell and mixed sections are included. In the fifth section, the sample sections of a containership are given to be able to understand the theory given in the previous sections more perceptible. The very first section contains only double bottom. It does not have any main deck or a second deck. The half section is being considered. The coordinate system is placed in the keel and mid plane as the ship is symmetrical. The centroid is calculated and placed in the beginning. The next step is the defining the nodes sectors and branches. The ship is sectioned to be able to make the calculations easy to follow. When the nodes are numbers, the geometrical properties are tabulated. In this part, one shall give attention to the coordinates in order to prevent a future mistake. After calculating the centroid, the moment of inertia of every section is being calculated. All in all, the ship's section's moment of inertia is figured out. By using the geometrical properties of the nodes and sections, the sectoral properties are calculated. The start point is arbitrary and depends on the user's preference. After defining the arbitrary point, the tangent to this point is given. The perpendicular distance from the arbitrary point k to the unit arc is described as ρ. The second sectoral area is found by using this value. While defining the arbitrary point key, one shall kindly note that this point can be chosen as the centroid or the shear center. Afterwards, the angle between the user coordinate system and the principal coordinate system is used to determine the moment of inertia of the sections according to principal system. Both rotation and transition are taken into account while the transforming process of the coordinate system. All the nodes' coordinates are transformed into principal axis. In order to determine the warping constant, the shear flow properties can be adopted to the calculation. The assumption of the shear flow direction is again arbitrary; however it shall be consistent in its own right. The following step is to undergo the data of the sections properties. By using those values the warping moment of inertia is found. After all, the integrations are done in order to figure out the warping constant. In the last section, the statements which are presented theoretically are solve under consideration of an example containership cross section. Firstly the container ship is considered as open deck; only double bottom structure is taken into account. Then a containership section with a mid-plane deck is being considered, the calculation for warping constant is made in order to see the effect of the mid plane. After all, the container ship section is turned into closed section by adding the deck structure. In this study, it is shown that, the warping constant is decreased significantly when the ship section resembles much more a closed section than an open section. The warping constant value of the first section which has only double bottom, no mid plane deck or deck has decreased in the percentage of 20. When comparing to the reduction ratio in the warping function of the third section which is most resembling structure to the closed section to the second section with mid-plane is 24%. In overall result, if the first section (which can be described as open section) is compared to the third section (which is almost closed section), 39% of reduction rate is figured out. Consequently, the more the section resembles closed section, the lower the warping function is which means the closed section warps in a difficult manner., Yüksek Lisans, M.Sc.

A study was conducted to examine the effects of tenon geometry on the bending moment capacity of simple and haunched mortise and tenon joints under the action of both compressive and tensile loads. The effects of tenon width (25, 37.5, and 50 mm), tenon thickness (7.5, 10, and 15 mm), and tenon length (20, 25, and 30 mm) were examined. All of the joints were constructed of Turkish beech (Fagus orientalis Lipsky) and were assembled with a 40% solid-content polyvinyl acetate. Optimum results were obtained with joints constructed with 10-mm-thick tenons that were 37.5 mm wide by 30 mm long. Tenon length was found to have the greatest effect on joint capacity, whereas tenon width was found to have a much smaller effect. Joints constructed with 37.5-mm-wide haunched tenons had essentially the same moment capacity as joints constructed with 37.5-mm simple tenons. Optimum tenon width was 10 mm (1/3 of rail thickness); joints constructed with 10-mm-thick tenons had greater capacity than joints constructed with either 7.5- or 15-mm thick tenons.

Bu çalışmada kabin tipi mobilyalarda L-tipi köşe birleştirmelerin eğilme momenti üzerine kavela ile minifiksin etkileri araştırılmıştır. Bu amaçla çekme ve basınç deneylerinde melamin kaplı lif levha (MKMDF) kullanılmıştır. Birleştirme elemanları olarak ta kavela ve minifiks kullanılmıştır. Birleştirme yöntemi olarak ise “2 minifiks”, “2 minifiks + 1 kavela”, “2 minifiks + 2 kavela” ve “2 kavela” birleştirme yöntemleri kullanılmıştır. Deney sonuçlarına göre hem çekme hem de basınç deneylerinde en yüksek eğilme moment değeri, “2 minifiks + 2 kavela” birleştirme yönteminde elde edilmiştir. Diğer taraftan en düşük eğilme moment değeri ise “2 minifiks” birleştirme yönteminde elde edilmiştir. Çekme deneylerinden elde edilen eğilme moment değerleri, basınç deneylerine göre daha yüksek elde edilmiştir. Birleştirme yöntemlerinin hem çekme hem de basınç eğilme moment değerleri arasındaki farklılık % 0.1 önem düzeyinde önemli bulunmuştur., In this study, the effects of the dowel and minifix on the bending moment of L-type corner joints in the cabinet-type furniture investigated. For this purpose, melamine-coated fiberboard (MCF) is used in the tension and compression experiments. Dowel and minifix as fasteners are used. “2 minifix”, “2 minifix + 1 dowel”, “2 minifix + 2 dowel”, and “2 dowel” as joint type are used. According to experimental results, the highest bending moment value was obtained in the “2 minifix + 2 dowel” joint type. On the other hand, the lowest bending moment value was obtained in the “2 minifix” joint type. Bending moment values obtained from the tensile tests was obtained higher than values of compression tests. Difference between tensile and compression bending moment values of joint type was significant with the significance level of 0.1%.

Yapılan bu tez çalısması; yıkıcı depremler etkisinde dolgu duvarları ve yalıtımtabakasının bina tasıyıcı elemanları ile beraber çalısmasını temin eden konstrüktifteskilin hazırlanması ve bu iki elemanın beraber çalısma sınırının deneysel olarakarastırılmasını hedeflemektedir.Bu tez çalısmasında perde duvarlı yüksek betonarme binaların yıkıcı depremlersüresince davranıslarının mühendislik inceleme sonuçları genellestirilerek; buna baglıolarak en kesiti kompozit olan bims betondan ve normal betondan olusan 2 tabakalıperde duvar teskili hazırlanmıstır.Yıkıcı depremler süresince bina perdelerinde olusan iç kuvvetlerin arastırılmasısonucunda perde en kesitinde egilme momenti etkisinin daha önemli oldugubilinmektedir. Buna baglı olarak bu tez çalısmasında 2 tabakalı perde duvarların egilmedayanımının arastırılması ele alınmıstır. Bunun için 3 seri olmak üzere deneynumuneleri hazırlanmıstır. Her seri üzerine 3 numune hazırlanmıstır. Deneynumunelerinin, perde duvarların gerçek ölçüsünün 1/3 ölçeginde hazırlanması uygungörülmüstür. 1. seri numuneler ve 2. seri numuneler 2 tabakalı kompozit olaraktabakalar arası donatılastırma yapılmadan, 3. seri numuneler ise tek tabaka normalbetondan hazırlanmıstır. Deney numunelerinin geometrik ölçüleri, donatılastırma teskilive normal beton dayanımı Mühendislik Fakültesi +nsaat Mühendisligi bölümünün yapımekanigi laboratuarında kullanımda olan deney düzenegi (deney çerçevesi) yüklemekapasitesine baglı olarak belirlenmistir. Normal beton karısımı hazır betonfabrikasından alınan karısım hesapları dogrultusunda Mühendislik Fakültesi +nsaatMühendisligi bölümünün yapı mekanigi laboratuarında hazırlanmıstır. Bims betonagrega malzemesi olarak Develi bims ocagından alınan bims kullanılmıstır. Deneynumunelerinde hafif beton kalınlıgı Kayseri iklim sartları göz önüne alınarak tayinedilmistir. Deney numunelerinde deney süresince sekil degistirmeler saat tiplideformasyon ölçerle ölçülmüstür. Yükleme numunenin dagıtıcı yük degerininmaksimum 1/10'una esit olan etaplarla yapılmıstır. Deformasyon ölçmeleri ve dayanımkarakteristikleri perdenin temiz egilmeye maruz kalan kısmında gerçeklestirilmistir.Ölçme sonuçlarının ve dayanım karakteristiklerinin genellestirilmesinde istatistikselyöntemler kullanılmıstır.Bu sonuçlara baglı olarak yaygın insaatlarda kullanılacak perde konstrüktifteskili hazırlanabilir ve onun ekonomik parametreleri tayin edilebilir.Anahtar Kelimeler: Kompozit Elemanlar, +ki Tabakalı Perde Beton, Bims, HafifBeton, Egilme Momenti The aim of this study is to preparation of constructive forming supplying pitch in fillingwalls separated carrying framework and insulation layer with construction carryingelements by the effects of destructive earthquakes and empirical research of pitch inoperating limit value of these two components.In this study of thesis by the generalize of engineering analyzing results of Shear walledconcrete high buildings behavior during the destructive earthquakes and according tothis preparation has been made by the composed of 2 layered shear walls formationwhich has composite transverse sections, is produced by pumice concrete and normalconcrete. It?s known that by the results of researches of inner forces composed inbuildings shear walls during the destructive earthquakes, effect of bending moment ontransverse section of shear walls is more important. According to this, this studyconsiders research of bending strength of 2 layered shear walls. For doing this, 3 serialspecimens have prepared. 3 specimens have prepared above the entire serial. Specimenshave prepared by the acceptance of 1/3 scale of shear walls real scale. First and secondseries specimens have prepared two layered composite shear walls which have not usedany steel bar between two layers, and third series have prepared one layered normalconcrete. Geometrical measure of specimens, formation of steel bar and strength ofnormal concrete determined by the Loading capacity of Engineering FacultyDepartment of Civil Engineering Structural Mechanics Laboratory?s experiment setup(experiment outline).Mixture of normal concrete has prepared in the Engineeringfaculty Department of Civil Engineering, Structural Mechanics Laboratory with thefactory of concrete?s mixture computation. Develi pumice mine?s pumice have use forconcrete agrega material of pumice. Light-weight concrete?s thickness of specimens haschoice by the climate conditions of Kayseri. Through the experiments on the specimens,change of shape measured by the clocklike deformation meter. Loading has made bylevels of equation to 1/10 maximum specimens dispenser load value. Measuring ofdeformation and the characteristics of strength has made the part of smooth bending ofshear wall. Statistically methods have been used to generalization of measuring resultsand characteristics of strength.According to the results, construction formation of shear walls which will be using inthe common constructions and there will possible to make determination of itseconomical parameters.Keywords: Composite Components, Two Layered Shear Walls, Pumice, LightweightConcrete, Bending Moment 111

ÖZET Kazıklar ve kazıklı temeller yüzyıllardan beri insan oğlu tararından yapı yüklerinin zemine güvenle taşıtılamadığı durumlarda kullanılmaktadır. Kazıklar, düşey basınç, düşey çekme ve yatay yündeki yükleri karşılamak amacı ile inşa edilmektedir. Son 50 yıl içinde kazıklar ve kazık grupları üzerinde, güvenilir tasarım yöntemleri geliştirmek için çok yoğun ve kapsamlı analitik ve deneysel çalışmalar yapılmıştır. Yapılan çok sayıdaki model ve gerçek deneylerden kazık zemin davranışının analizi açısından önemli bilgiler elde edilmiştir. Bu tez çalışmasında ise, kohezyonsuz zeminlerde imal edilen yatay yük etkisindeki düşey kazıkların incelenmesi amacı ile laboratuar koşullarında bir model deney çalışması yapılmıştır. Bu amaçla 0.022 m çapında, 0.75 m uzunluğunda boru kesitli bir alüminyumdan oluşturulan model kazık, bir kum tankına yerleştirilerek uygulanan yatay yükler altında oluşan şekil değiştirmeler ve deplasmanlardan kazık davranışı ile ilgili değerlendirmeler yapılmıştır. Laboratuar deneylerinden elde edilen sonuçlar, teorik hesaplarla karşılaştırılarak aralarındaki ilişki belirlenmeye çalışılmıştır. Kazığın uygulanan yükler altındaki davranışı, kazık boyunca belirli derinliklere yerleştirilmiş olan şekil değiştirme ölçerlerden ve kazığın zemin dışında kalan kısmına yerleştirilmiş olan deformasyon saatlerinden elde edilen sonuçların değerlendirilmesiyle analiz edilmiştir. Anahtar kelimeler: Yatay yüklü düşey kazıklar, kazıkların laboratuvar koşullarında modellenmesi, yatay yüklü kazıkların analiz yöntemleri, yatay yerdeğiştirme, eğilme momenti. ABSTRACT Piles and piled foundations are being used for centuries by the human being, in cases in which structural loads can't be carried safetly by the soil. Piles are constructed to carry vertical compression and tension loads as well as lateral loads. Especially in the last 50 years, intensive and comprehensive analytical and experimental studies are carried out in order to improve reliable design methods. Important and valuable informations about pile-soil interaction are obtained by many model and full scale tests. A laboratory model test, which is carried out in order to study the laterally loaded vertical piles in cohesionless soils, is the subject of this MSc. Thesis. For this purpose, an aluminium model pile with a tubular cross section of 0.022 m diameter and 0.75 m length, was installed in a sand tank. By measuring the deformations and deflections under the applied lateral loads, some evaluations were made concerning the pile behaivour. The results obtained from the laboratory test are compared with the theoretical calculations, and the relations between them was tried to be determined. The behaivour of the pile under applied loads was observed by the strian-gauges located at certain depths of pile and the deformation watches located at the upper part (the part outside the sand) of the pile. Key words: Laterally loaded vertical piles, piles modeling in laboratory condition, laterally loaded piles analysis methods, horizontal deflection, bending moment. ^0^ 4J&* 153

ÖZET Çalışmanın amacı, çeşitli malzemelerin hangi bileşik çekme ve eğme zorlanması seviyesinde elastik sınırı aşacağımn belirlenmesidir. Makina imalatında, makina elemanlarının malzeme özelliklerinin tayini üretilen cihazların, güvenliği, ekonomikliği ve verimi açısından son derece önemlidir. Bu deneysel araştırmada, bir çubuğa aynı anda bir çekme kuvveti ve bir eğilme momenti uygulayabilecek ve üzerinde komparatör yardımı ile şekil değişim miktarının ölçülebileceği bir deney cihazı üretildi. Bu cihaz ile deneyler yapıldı. Her bir çubuk için değişik açılarda uygulanan kuvvetlerin teorik hesaplarla karşılaştırılması yapıldı. 11 ABSTRACT The purpase of this study is to obtain mixed aquipments which combined tension and bending stresses measure elastic limit exceeds. It is very important to differ the specialities of the mechanical equipment, manufactured devices, dependebility, security, economically and productivity in engine manufactiring. In this experiment, an exeperiment device was prodived which will help to to measure the deformation by putting a pulling force and a bending moment at the same time to the pole which can be applied by the help of comparator. Some experiments have been made by this same device. For every specimen there have been some comparrision with different ratios which were applied forces with teoric comparision. 82

ÖZET Bir aracın şasisinin ömrü değişik gerilmelere maruz kaldığı için birikimli hasara göre hesaplanmahdır.T-Model askeri aracın U-Profil şasisinin işletme ömrü birikimli hasar göz önünde bulundurularak incelenmiştir. Bir makine elemanının işletme ömrünün tespit edilebilmesi için bilinmesi gereken ve aracın maruz kaldığı yüklenmeler, şasi serbest mesnetli bir kiriş gibi düşünülerek hesaplanmıştır. Şasinin maruz kaldığı gerilmelerden eğilme gerilmesi üzerinde durulmuştur. Aracın maruz kalabileceği eğilme momentleri ve gerilmeler elde edilmiştir. Bu değerler elde edildikten sonra Palmgren-Miner yöntemi kullanılarak birikimli hasara göre ömür değerleri bulunmuş ve Wohler diyagramları oluşturulmuştur. iv ABSTRACT The life of chasis of a vehicle should be evaluated according to cumulative failure, because the U-Profile chasis is effected by various stresses.Therefore the life analysis of T-Modell military vehicle was made according to cumulative failure. The stresses which effect the chasis were calculated as chasis was assumed like a beam with one degree of freedom supportThe bending stresses has priority one by evaluating the life in this work. After receiving the stresses the life is calculated according to Palmgren-Miner Method.Then the Wohler diagrams were drown. 72

IV ÖZ Bu çalışmada, sonlu parçalar metodu iki eksenli eğilme momenti ve eksenel yük etkisindeki betonarme kolonların çözümü için uygulanmaktadır. Parçalama işleminden sonra kolon bir uzay yapı olarak ele alınmaktadır. Kesitler, şekil değiştirmenin farklı seviyelerindeki tanjant rijitlik özelliklerinin hesaplanması için çelik ve betondan oluşan sonlu elemanlara bölünmektedir. Parça rijitlik ilişkileri en kesitin asal eksenlerine göre verilen diferansiyel denklemlerin çözümü ile hesaplanır. Kolonun tüm rijitlik matrisini kurmak için direk rijitlik yöntemi kullanılmaktadır. Malzeme plastisitesi ve geometrik değişikliklerden kaynaklanan nonlineerlik tanjant rijitlik yaklaşımını temel alan iteratif bir yöntem ile ele alınmaktadır. Yukarıda adı geçen hesap yöntemlerini kullanan, FORTRAN77 dilinde bir bilgisayar programı hazırlanmakta ve çeşitli örneklere uygulanmaktadır. ANAHTAR KELİMELER: İki Eksenli Eğilme, Sonlu Parçalar Metodu, Tanjant Rijitlik Matrisi, Betonarme, Kolon ABSTRACT The finite segment method is applied, here, to solve biaxially loaded reinforced concrete column problem. The column is treated as a space structure after segmentation. The sections are divided into finite elements of steel and concrete in order to calculate its tangent stiffness properties at different levels of strain. The segment stiffness relationship is computed by solving the governing differantial equations for the principal axes of the cross section. Direct stiffness method is utilized to construct the whole column stiffness matrix. Nonlinearites due to material plasticity and geometrical change are handled by an iterative procedure based on the tangent stiffness approach. A FORTRAN77 computer program is implemented for carrying out the calculation procedure mentioned above and it is applied on numerous examples. KEY WORDS: Biaxially loaded, Finite Segment Method, Tangent Stiffness Matrix, Reinforced Concrete, Column 106

ÖZET Bu tez çalışmasında, daha önce ön boyutlandırılması yapılmış, yüklenme durumları, belirlenmiş İstanbul-Antalya arasında seyehat edecek iki kişilik tek piston motorlu genel kullanım amaçlı bir uçağın FAR 23 nizamnamesi ve NACA teknik bültenlerine bağlı olarak dikdörtgen platformlu, sökülebilir konsol kiriş alttan kanadın kanada gelen yükler dolayısıyla kanatta oluşan kesme yükleri ve eğilme momentleri hesaplanmış; bu yükler altında ana spar dizaynı yapılmıştır. Daha sonra kanat burulma kontrolleri yapılmıştır. Bu çalışma L.Pazmany'nin iki kişilik akrobatik bir uçak için yapmış olduğu hesapların iki kişilik genel kullanım amaçlı bir uçak için adaptasyonu ve uygulaması şeklinde olup Uluslararası Havacılık Birliği (ICAO) 'nun ticari amaçla dizayn ve imalatı yapılacak olan hafif uçak kanatları için koyduğu standartlar harfiyen uygulanmaktadır. -v- SUMMARY According To The Shear Loeds, Bending And Light Airplane Design Torsional Moments The aim of this research is to give some knowledge about the preliminary design stage of the design of the light aircraft. Usually Direct Operating Costs (DOC), Indirect Operating Costs (IOC), technical renovation, passenger request and the number and the size of the aircraft required determine the properties during the preliminary design stage. If an international marketing is thought, it must be determined that the aircraft will show in accord to the rules of FAR or BCAR before beginning the design of the civil transport aircaft. The rules of FAR and CAR differ in detail. After the general regularity is realized, the design of the fuselage, wing and tail are done, the recent tecnique of the engine is estimated, the engine and theproller if required are chosen and put into the suitable^ place, the design performance is provided, the weight of the aircraft is analized and balanced, the under carriage is put into the place suited, analysis of aerodynamic and operational characteristics are discussed and at least the summary of the preliminary design is estimated. In this research because we have not enough time and page to investigate everything, it will be showed the aerodynamic analysis and operational characteristics and the. definition and calculation of the takeoff field length required for civil transport aircraft more detaily than the others procedures of the preliminary design stage of the aircraft. The primary aim of the chapter named aerodynamic analysis and operational characteristics is to verify whether the design meets the initial specification. Generally speaking, this comparison will reveal that design improvements are required but experience gained during the design stage may lead to the conclusion that the design specification should be changed instead of or in combination with aircraft. In any case, the design analysis and evaluation will finally result in an irfitial baseline design which takes into account the most recent views on the design requirements. -vi-Although many aspects can only considered after detailed study and testing, estimates are usually made of several performance aspects, such as cruising performance, airfield performance, design speeds and DOC. A report on the background information for a design study might contain the following elements. a- A prediction of the lift curve, the drag polar and pitching moment curve for representative cruising conditions. b- Calculation of the cruising speed and/or maximum flight speed and the specific range (i.e distance traveled per unit weight of fuel) for several flight speeds and/or cruising altitudes. c- Considerations for choosing the most relevant structural design speeds (V and V`) and determining the limitations of operational speeds vs pressure altitude, i.e. the flight envelope. d- Calculations of V-n diagrams for maneuvering and gust loads for several representative operational conditions. e- Computations of the maximum rate of climb, ceilings with all engines operating and with a failed engine (appropriate). f- Aprediction of the lift curve and the airplane drag polar for several positions of the high-lift devices, with under carriage up or down. g- Limits for the takeoff and landing weght, based on the airworthiness requirements in relation to climb performance, i.e. Wat curves. h- Calculations of the takeoff and landing field length required in accordance with the airworthiness rules appropriate to the particular airplane category. j- Pay load-range diagrams for several cruising conditions, due allowances being made for reserve fuel. k- An estimate of the operating costs as a function of the stage length, using a suitable standart method. Many other questions can be raised and the designer must make a decision on the basis of what he considers necessary and appropriate in the preliminary design stage. For example, a detailed study of some principal stability and control characteristics can be carried out, particulary if there are sound reasons for doubting the adequacy of the empennage and control surface design. However, the designer should -vxx-also realize that many assumptions have to be made which must be verifi ed later on anddecide whether much time should be spent in studies the conclusions of which are subjet to considerable inaccuracy. Several topics in this chapter will be touched upon in a rather super ficial manner since a thorough treatment might necessitate as many chapters as there are sections in this chapter.. The outline of the wing, both in platform and in the cross- sectional shape, must be suitable for housing a structure which is capable of doing its job. As soonas the basic wing shape has been decided, a preliminary layout of the wing structure must be indicated wich is expected to lead, after further refinement and detail design, to a suffieciently strong, stiff and light solution, with a minimum of manufacturing problems. This thesis has been devoted to the wing design for light Airplane of which were identified the determination of air loads at diffefent points of V-n diagram and their disturbution on main parts of the Dimensions and weights of entire aircraft and its parts have been assigned by utilizing some well-known aircrafts with similar characteristics to the proposed design. As the basic structural and skin metarial, the aluminum alloy was used. The uniformity in quality is better than plywood or spruce. A relativly thick skin on the leading edge allows the use of countersunk rivets, and also reduces the wrinkles. Both conditions are very desirable to obtain some laminarity in the flow, at last upto the maximum thickness of the airfoil. This is an ideal condition difficult to each, but if obtained, will result in a general improvement in the performance [ 1 ]. Whith 15 % chord-thickness ratioairfoil, it is possible to build a cantilever wing with a weight comparable to a strut braced. It is not only the weight of the basic members that must be considered in the comparision, but also the extra fittings, bolts, turnbuckles etc., along with the added loss in aerodynamic efficiency due to the additional parasite and interference drag. So the cantilever wing has been selected for the airplane to be designed [ 1 ]. As the location of the wing, low-wing hasbeen selected. The most dangerous parts of everyf light probably are take off, landing and flying the pattern. Visibility in a turn is greatly desired during these maneuvers. In a high wing aircraft, the visibility during these critical moments is reduced mostly toward the inside of the turn. These considerations alone will decide the choise between high wing and low wing, but there are many others that can be enumerated. Aircraft accident investigations and simple reasoning indicated that the more structure between the occupants and the ground, in cose of crash, the hig her are dissipated in the wing before starting with the passengers. From aerodynamic viewpoints, the fuselage cross- section area of alow wing airplane could be made smaller than of a high -viii-wing; the accuponts could be seated over the wing. The leads carried by wing are diveded in two types. The firsttype is named disturbuted loads which are consisted of aerodynamic loads, chordwise loodsspanwise distribution normal laads spanwise distribution at ony flight contidion (symmetrical and unsymmetrical) have been calculated foreach point of V-n diagram JAPPENDIX D], Plapextended and Flap retracted conditions, un symmetrical wing loods, loods due to dounaileron and their distribution, and The inertiloads. The second one is named concentrated loads which are consisted of wing tip fuel tanks weight and main landing gear weight. The shear loads and Bending moments due to the aboue loads are calculated in different wing stations as a first step this wing design. In chapter 3, According to the shear loads and bending moments spanwise distribution which are calculated in chapter 2 and the mechanical ppoperties of the material the main spar lower and upper Caps' crosssection dimensions are determined. In order to assure high margin of safety and to manufectue the spar easy the calculated thickness of spar lower and uppe caps are enlarged with the constant slope. In chapter 4, The main Spar design is made accarding to the NACA Method of Strength Analysis For Semi-Tension Field Beams Flat Webs. To place the web and stiff ener design on a more rational or truer basis. The NACA carried on a comprehesive study and testing program to develop better understanding of semi-tension filed beam action and to present a design procedure for using by the aeronautical structures engineer under light of the NACA methads. The skin thickness and critical and permanent shear flows which are carried by the skin, are determined according to the shear and bending moments which are calculated in chapter 3. And Then, the spar web and skin shear flows are calculated and compared with the critical and permanent shear flows in the same panels thraughout the wing. Allowable streses in uprights ( stiff eners on each side of web are calculated according to two types of failure; column failure and Forced crippling failure column failure in the usual meaning of the word (failure due to instability, without previous bowing) are possible only in double uprights. When column bowing begins. The uprights will force the web out of its original plan. The web tensile forces will then develop components normal to the plane of the web which tend to force the uprights back. In the forced crippling failure at uprights, the shear buckles inthe web will force buckling of upright in a leg attached to the web, particulary if the upright leg is thinner than the web. These buckles give a lever arm to the compressive force acting in the leg and there fore produce a severe stress condition. The buckles in the attached leg will in turn induce buckling of the outstanding leg. -IX-For design purposes of web, the peak values of the nominal web shear stress within a bay is calculated according to the NACA methods. The allowable shear stress is determined by tests and depends on the value of the diagonal-tension faktör k as well as on the details of the web to flange and web to upright festenings. A check for the development of permanent shear Buckles of web can be made using Appendix B [figure Cll. 46]. Web to flange, web to upights and upright to flange ivets, types and avantities are detemined according to the loads whieh are carried by the attaehments which are calculated in preveus chapters. The lightining holes of the spar webs ' locations and dimensions are determinedn by using of WRb shear spanwise dustribution which are calculeted inchapter 4, The last paragraph of this chapter of this chapter is the design of the wing tip fueltank attachment to the main spar. -x- 127