• Journal of the Korean Society for Aviation and Aeronautics
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• v.31 no.2
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• pp.116-121
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• 2023

항공 사고는 첨단 항공 기술의 발달로 꾸준히 감소해 왔지만, 여전히 발생하고 있다. 조종사는 목적지 공항까지 안전하고 효율적으로 비행하기 위해 위협과 오류를 관리해야 한다. 조종사에게 영향을 미치는 위협은 환경적 위협과 항공사 위협으로 나눌 수 있으며, 환경사위협에는 객실 위협이 포함된다. 조종사와 객실 승무원은 정상적인 운항 중에는 협력이 필요하며, 비상시에는 안전한 비행을 위해 효과적인 협력이 절대적으로 필요하다. 조종사가 비행 중에 간섭이나 작업 흐름의 중단이 발생할 때 에러를 할 가능성이 높아진다. 항공사들은 안전 운항을 방해할 수 있는 객실위협의 종류를 적극적으로 식별하고 분석하여, 조종사들이 안전한 비행을 유지하기 위해서 위협을 관리하도록 절차 및 훈련을 개선해야 한다. 본 연구는 안전관리시스템(SMS)의 안전도구인 LOSA(Line Operation Safety Audit)를 기반으로 기내위협의 유형을 파악하고, 항공사들에게 조종실위협 관리를 체계적으로 개선하는 데 필요한 객실위협과 간섭에 대한 자료를 제공하고자 한다.

• Journal of Convergence for Information Technology
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• v.9 no.12
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• pp.157-165
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• 2019

Charles Lindbergh has experienced the uncontrolled situation of the aircraft while he was asleep with open eyes during his Atlantic crossing flight around 20 hours after departure from the New York in 1927 because of the fatigue. According to the NTSB(National Transportation Safety Board) reports, about 40 incidents are related fatigue in each year. The sleep loss is the most wanted item for the NTSB and may cause the similar effect as the alcohol does. The fatigue may affect the management of the threats and errors especially during take-off and landing. In this study, threats and errors of major accidents that NTSB analysed fatigue as a causal factor will be identified in order to understand the seriousness of fatigue.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.18 no.2
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• pp.60-66
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• 2010

Normal Operations Safety Survey (NOSS), a methodology for capturing safety data during normal Air Traffic Control (ATC) operations. The NOSS methodology is based on the Threat and Error Management (TEM) framework, and is a safety management tool to monitor safety during normal aviation operations. Monitoring safety in normal operations is an essential activity within the safety management systems of Air Traffic Services (ATS) providing organizations, and NOSS is proposed as a suitable way to do this. This study, operating in the latter half of the year of 2010 in South Korea on NOSS was the understanding and to apply.

• The Journal of the Korea Contents Association
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• v.19 no.11
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• pp.365-374
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• 2019

Loss of Control in Flight(LOC-I) due to aircraft upset attitude has the highest air accident rate, and International Aviation Institute such as ICAO and FAA recommended flight crew to operate aircraft safely through UPRT(Upset Prevention & Recovery Training) program. ICAO has selected Loss of Control(LOC) as key safety indicator, and recommended to respond using TEM(Threat and Error Management). However there are not much specific treats and errors classified for UPRT programs using real TEM based on evidences. This study intends to consider the importance of UPRT through the introduction of UPRT and accident analysis using TEM. Typical upset accidents were classified to common threats as IFR, inadequate training, Automation surprise, and inexperienced copilots. The common errors were cross-check, speed and altitude deviation, callouts, communication, thrust and stall action fail. The undesired aircraft states were inadequate automation mode, Deviation of speed and vertical, stall, and crash. These suggest areas to improve UPRT.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.22 no.3
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• pp.15-23
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• 2014

There have been CFIT(Controlled Flight Into Terrain) accidents that can be prevented if the crew executed go-around. This study is to analyse the common factors of three typical CFIT accidents of Korea in TEM(threat and error management) frame, and the examples of go-around gate and the countermeasures of eight airlines through the survey facilitating go-around to prevent CFIT. The common factors found in three typical CFIT accidents occurred in Korea or by Korean carriers turned out to be in mountainous terrain, in bad weather while in non-precision approach or circling approach by captain as PF(Pilot Flying) when crew make monitoring errors and communication errors. It also turned out that the crew in all three typical tragic CFIT accidents did not execute go-around in unstabilized approaches. The captains did not respond immediately when first officers advised them to go-around until it is too late. Seven out of eight Airlines answered that they use stabilized approach height as 1,000 feet to be stabilized earlier to have more safety margin by enhancing go-around gate regardless of the weather to prevent CFIT in the survey.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.4
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• pp.124-133
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• 2021

The airline industry has been growing steadily since 2016 with more than 100 million air passengers, renewing the largest number of air passengers every year. Increasing air demand leads to an increase in air traffic in limited airspace, increasing the likelihood of accidents between aircraft. Due to the massive human and material damage caused by a single mistake, aviation safety is being heavily focused around the world to efficiently use limited airspace. Studies related to various human factors are underway as most of the aviation accidents are found to be caused by human factors, but research on human factors by controllers is insufficient while they are active in terms of control and operation. Given that 82% of air accidents caused by controllers are caused by human error, the importance of management of human error and changes in perception are urgently needed. This study aims to understand the seriousness of the controller's human error by analyzing the accident cases caused by the controller's human error using TEM to identify threats and errors and derive common human factors.

• Korean Journal of Heritage: History & Science
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• v.53 no.4
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• pp.198-215
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• 2020

Official development assistance refers to assistance provided by governments and other public institutions in donor countries, aimed at promoting economic development and social welfare in developing countries. The purpose of this research is to examine the construction process of the "Myanmar Cultural Heritage Management System" that is underway as part of the ODA project to strengthen cultural and artistic capabilities and analyze the achievements and challenges of the Digital Cultural Heritage ODA. The digital cultural heritage management system is intended to achieve the permanent preservation and sustainable utilization of tangible and intangible cultural heritage materials. Cultural heritage can be stored in digital archives, newly approached using computer analysis technology, and information can be used in multiple dimensions. First, the Digital Cultural Heritage ODA was able to permanently preserve cultural heritage content that urgently needed digitalization by overcoming and documenting the "risk" associated with cultural heritage under threat of being extinguished, damaged, degraded, or distorted in Myanmar. Second, information on Myanmar's cultural heritage can be systematically managed and used in many ways through linkages between materials. Third, cultural maps can be implemented that are based on accurate geographical location information as to where cultural heritage is located or inherited. Various items of cultural heritage were collectively and intensively visualized to maximize utility and convenience for academic, policy, and practical purposes. Fourth, we were able to overcome the one-sided limitations of cultural ODA in relations between donor and recipient countries. Fifth, the capacity building program run by officials in charge of the beneficiary country, which could be the most important form of sustainable development in the cultural ODA, was operated together. Sixth, there is an implication that it is an ODA that can be relatively smooth and non-face-to-face in nature, without requiring the movement of manpower between countries during the current global pandemic. However, the following tasks remain to be solved through active discussion and deliberation in the future. First, the content of the data uploaded to the system should be verified. Second, to preserve digital cultural heritage, it must be protected from various threats. For example, it is necessary to train local experts to prepare for errors caused by computer viruses, stored data, or operating systems. Third, due to the nature of the rapidly changing environment of computer technology, measures should also be discussed to address the problems that tend to follow when new versions and programs are developed after the end of the ODA project, or when developers have not continued to manage their programs. Fourth, since the classification system criteria and decisions regarding whether the data will be disclosed or not are set according to Myanmar's political judgment, it is necessary to let the beneficiary country understand the ultimate purpose of the cultural ODA project.