• 한국항공운항학회:학술대회논문집
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• 2015.11a
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• pp.282-285
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• 2015

최근 항공산업은 항공 기술과 운항환경의 발달로 상당히 안전화되었으나, 인적요인(Human Factor)에 의한 사고 및 준 사고는 계속 발생하고 있다. 따라서 조종사의 훈련은 항공안전을 위한 가장 중요한 과제이나 각국의 규정에서 정하는 훈련과 실제 필요한 훈련 사이에 간격이 있어, 이를 향상하기 위해서 역량기반훈련을 기반으로 한 부조종사 자격제도(Multi-Crew Pilot License, MPL), 증거기반훈련(Evidence Based Training, EBT), 향상된 자격프로그램(Advanced Qualification Programme, AQP)이 개발되었다. 항공 선진국의 항공사들은 기존의 법정 요구량 충족위주 훈련과 항목 중심의 획일적인(One size fits all) 훈련의 패러다임을 개선하여 국제민간항공기구(International Civil Aviation Organization, ICAO)와 국제항공운송협회(International Air Transport Association, IATA)에서 제시하는 데로 개인의 역량을 더 향상 시킬 수 있는 효율적인 훈련 프로그램을 실시하여 사고 유발 인적요인을 감소시키고 있다. 역량을 중심으로 하는 조종사 훈련은 변화하는 복잡한 환경에서 예상하지 못한 위협이 발생하였을 때, 조종사들이 적절히 대처 할 수 있는 레질리언트 크루(Resilient Crew)를 양성하는 데 효과적이다.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.3
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• pp.66-75
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• 2021

As the domestic aviation industry develops, demand for pilots is increasing. As a result, the demand for flight training using flight simulation training devices that implement the same or similar interior of aircraft is also increasing. Despite this increase in demand, domestic laws, regulations and management systems related to flight simulation training devices have remained unchanged since 2009. As a result, the criteria for designation of new or developed flight simulation training devices are ambiguous. In addition, proper improvement of the current system should be prioritized for designation of new devices such as UAM and VR, along with developing flight simulation training devices. It is intended to present measures to improve the domestic flight simulation training system by investigating and analyzing advanced cases overseas.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.67-95
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• 2014

Some Contracting States of the Chicago Convention issue FAOC(Foreign Air Operator Certificate) and conduct various safety assessments for the safety of the foreign operators which operate to their state. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident. FAOC also burdens the other contracting States to the Chicago Convention due to additional requirements and late permission. EASA(European Aviation Safety Agency) is a body governed by European Basic Regulation. EASA was set up in 2003 and conduct specific regulatory and executive tasks in the field of civil aviation safety and environmental protection. EASA's mission is to promote the highest common standards of safety and environmental protection in civil aviation. The task of the EASA has been expanded from airworthiness to air operations and currently includes the rulemaking and standardization of airworthiness, air crew, air operations, TCO, ATM/ANS safety oversight, aerodromes, etc. According to Implementing Rule, Commission Regulation(EU) No 452/2014, EASA has the mandate to issue safety authorizations to commercial air carriers from outside the EU as from 26 May 2014. Third country operators (TCO) flying to any of the 28 EU Member States and/or to 4 EFTA States (Iceland, Norway, Liechtenstein, Switzerland) must apply to EASA for a so called TCO authorization. EASA will only take over the safety-related part of foreign operator assessment. Operating permits will continue to be issued by the national authorities. A 30-month transition period ensures smooth implementation without interrupting international air operations of foreign air carriers to the EU/EASA. Operators who are currently flying to Europe can continue to do so, but must submit an application for a TCO authorization before 26 November 2014. After the transition period, which lasts until 26 November 2016, a valid TCO authorization will be a mandatory prerequisite, in the absence of which an operating permit cannot be issued by a Member State. The European TCO authorization regime does not differentiate between scheduled and non-scheduled commercial air transport operations in principle. All TCO with commercial air transport need to apply for a TCO authorization. Operators with a potential need of operating to the EU at some time in the near future are advised to apply for a TCO authorization in due course, even when the date of operations is unknown. For all the issue mentioned above, I have studied the function of EASA and EU Regulation including TCO Implementing Rule newly introduced, and suggested some proposals. I hope that this paper is 1) to help preparation of TCO authorization, 2) to help understanding about the international issue, 3) to help the improvement of korean aviation regulations and government organizations, 4) to help compliance with international standards and to contribute to the promotion of aviation safety, in addition.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.107-108
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• 2019

In the past, regional pilot service is provided by individual pilots directly on board each ship, but it will be difficult to provide this type of service in the near future when autonomous vessels are activated. This can be seen as the need for automation and intelligence of pilot service and provision of remote control system. In this paper, we propose a method, system, and service target that can carry out the electronic pilot service through the intelligence aids to navigation for smart port operation.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.97-115
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• 2013

The world-wide principal criteria of aircraft operations is ICAO Annex 6. Operations of Aircraft. Among ICAO Annex 6, Part I is for International Commercial Air Transport - Aeroplanes and it assumes major part of civil aviation. ICAO has been providing Contracting States with SARPs(Standards and Recommended Practices) and monitor each State's reflection degree into their domestic air law, so-called USOAP(Universal Safety Oversight Audit Program). Current ICAO USOAP is Snap-shot method, but it will be changed to USOAP-CMA method from the year of 2013. ICAO USOAP results have overall effects on national aviation industry such as routes, insurance, airlines cooperation and so forth. Low grades of results attract international attention and that leads to flag carrier's operation stoppage, route restriction, airlines cooperation restriction, insurance increase directly or indirectly. Thus it is important to get excellent grades in ICAO USOAP and to maintain confidence. Our government ranked top to get 98.89 grades in 2008 ICAO USOAP but after 2008 the revised provisions have not been reflected sufficiently into our air law. So I would like to grip reflection ratio of ICAO Annex 6 Part I into our domestic air law by using the most updated revised edition on this paper. Together I would like to suggest alternatives for the non-reflected and partially reflected.

• Proceedings of the KOR-KST Conference
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• 1998.10b
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• pp.453-453
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• 1998

우리나라가 관할하는 공역의 넓이는 약 40만$\textrm{km}^2$로 주한미군이 1952년부터, 국방부가 1958년부터 관리해 오다가 1995년에 건설교통부가 공역관리 업무를 인수하였다. 우리나라의 공역(대구 FIR)에는 비행금지구역, 비행제한구역, 위험구역, 경제구역, 훈련구역, 군작전구역 등 무려 114개의 특수목적 공역이 설정되어 있어 민항공기의 운항이 자유롭지 못하다. 또한 내륙을 중심으로 14개의 접근관제규역이 설정되어 있고 각기 관할구역에 대하여 배타적인 권리를 행사함으로써 신공항건설에 따라 운항이 필요한 소요공역 확보에도 애로가 많은 실정이다. 항로는 국내항로 5개, 국제항로 11개 등 모두 16개의 항로를 운영하고 있으나 대부분 한 개의 항로를 양방향으로 운영하고 있어 교통량 처리가 어려운 실정이고 항공교통량 전체의 75%가 수도권으로 집중되는 현상이 나타나 안전도 확보에도 지장을 주고 있다. 우리나라는 군사적 특수성 때문에 군의 작전비행 활동이 상당히 많으나 관제 및 비행절차에 관한 규정을 군과 민이 각각 달리 운영하고 있는 문제점들이 있다. 금번 세미나에서는 군의 작전활동을 유지하면서 민 항공의 안전성, 경제성 등을 확보하기 위하여 1)국제민간항공기가 제정한 공역등급화(ATS Air Space Spacification)방안, 2)접근관제구역의 조정개선 방안 3)특수공역의 합리적 운영방안, 4)항로의 적선화, 복수의 일방통행 항로 확보 및 국제연결 항로의 다양한 방안, 5)군민간의 관제규정의 일원화 방안 등을 제안하고자 한다.

• Journal of Korean Society of Transportation
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• v.23 no.3 s.81
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• pp.21-34
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• 2005

To control the obstacles surrounding aerodrome is significant for preventing air accident and ensuring the long sustaining of aerodromes. On the other hand, within a scope of ensuring safe flight operations, the application of Shielding is one of the issues to be importantly considered to manage efficiently the obstacles limitation around aerodromes, to dissolute the private asset privilege limitation from regulation on aerodrome circumference, and to decrease the pains to manage the obstacles, in terms of not only operating safely but also utilizing efficiently the airspace around aerodromes. The ICAO and other aviation-advanced states mitigate the construction limitation or exempt the obligation of obstacle sign by applying the shielding theory that the obstacles are not regarded as obstacles where are below the shadow surface. The Republic of Korea inserted the new regulation including the applying shielding similar to ICAO on Aviation Act and regulations. It is, however, hard to manage the aviation obstacles around aerodrome efficiently with these new regulation. Particularly, there exists much rooms to dispute because it cannot suggest the specific standard which is necessary to apply shielding theory at airspace of aerodromes. Therefore, in this study, the international standards on aviation obstacles were reviewed, analyzed and compared with those of domestic status. The direction of which guideline for control of aeronautical obstacles applicable within domestic circumstances as well as correspondent with international standard was suggested. Particularly, as far as the disputable application of shielding theory is concerned, the alternatives for aviation safety and efficient airspace operation by suggesting the clear standards alternatives were suggested.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.9-10
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• 2019

현재 선박교통관제는 「해사안전법」과 「선박의 입항 및 출항 등에 관한 법률(이하 선박입출항법 )」에 이원화 되어 최소 사항만을 규정하고 세부운영규정은 「선박교통관제의 시행 등에 관한 규칙」 등에 위임되어 있다. 법률 소관 부처와 집행기관이 상이함에 따라 법체계를 일원화하고 벌칙 규정들을 선박교통관제 관점에서 면밀히 검토하여 이를 토대로 향후 제정 예정인 「선박교통관제법」의 효율적 집행과 강화 방안을 마련함에 이 연구 목적을 두고자 한다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.55-57
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• 2011

경인 아라뱃길이 2011년 10월 개장을 앞두고 있다. 경인 아라뱃길이 시작되는 경인항 서해갑문 입출거시 예선사용기준에 대한 연구는 선박운항의 경제성 측면에서 매우 중요한 의미를 지닌다고 할 수 있다. 통상 선박의 크기(톤수)에 따른 예선의 소요마력 및 사용 척수는 대상선박의 크기, 모양, 접근수로, 부두시설의 위치 및 종류, 기타 환경조건 등의 영향을 받으며, 선체에 작용하는 수면상부의 풍압력과 수면하부의 유압력을 고려하여 규정하고 있다. 따라서 본 연구에서는 국내외 예선 규정 및 대상선박에 대한 예선 조종시뮬레이션을 통하여 경인항 서해갑문 입출거시 사용되는 예선의 기준을 설정하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.11a
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• pp.205-207
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• 2023

국제선급연합회(International Association of Classification Societies: IACS)에서는 2022년 선박 및 기자재시스템 사이버 복원력 달성을 위한 공통규칙 UR E26, E27을 발행하였으며, 이 규정은 2024년 1월 이후 건조 계약되는 선박에 의무적으로 적용될 예정이다. 현존선의 경우, OT 시스템 네트워크 변경 및 사이버보안 기능을 신규 구현하기가 어렵기 때문에 사이버 위험관리에 한계가 있으나, 본 규정을 통해 신조선 건조 단계에서 설계 보안 (secure by design)을 고려한 선박 사이버 복원력 네트워크 및 기능 구현이 가능하다. 사이버복원력 생태계가 잘 형성되기 위해서는 선주, 조선소, 제조사, 선급 등 주요 이해관계자의 역할이 중요하며 향후 다양한 프로젝트를 통한 사이버복원력 체계 내재화, 재직자 사이버보안 역량 강화, 선박 사이버안전 기술 지속적 연구가 필요하다.