• Aerospace Engineering and Technology
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• v.4 no.2
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• pp.220-229
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• 2005

The Earth observation imagery from satellite provide valuable informations for the central government, local governments and diverse public organizations. The analysis of applications and data, which are sold by commercial distributors of Earth observation satellite data, shows this phenomenon clearly. The Government of Republic of Korea established and carried out a national space development plan to meet the national needs for remotely sensed imagery. After this national space development plan and on behalf of Korean government KARI has developed and launched successfully the KOMPSAT-1 and operates it up to now. KARI is now to launch by the end of year 2005 another optical remote sensing satellite with very high resolution and named as KOMPSAT-2. For the application of such very high resolution remotely sensed data the product validation should be done carefully and this product validation require lots of ancillary data such as in-situ measurements. For the purpose of diverse ancillary data acquisition joint work with other nations, related institutes and international bodies is essential. In this paper the status of Korean European Cooperations will be introduced, which are derived by KARI, ARCS and ESA for the wide use of KOMPSAT data in Europe.

• Proceedings of the Korea Water Resources Association Conference
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• 2015.05a
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• pp.513-513
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• 2015

정확한 유역 토양수분 정보는 홍수 예측의 정도를 크게 향상시키므로 공간 토양수분 정보를 획득하기 위하여 선진국에서는 위성 영상을 활용하여 토양수분을 관측하고 있다. 본 연구에서는 유럽우주기구 ESA(European Space Agency)에서 운영하는 SMOS(Soil Moisture and Ocean Salinity) L-band 토양수분 관측치와 일본 우주항공 연구개발 기구 JAXA(Japan Aerospace Exploration Agency)에서 운영하는 GCOM-W1 위성의 AMSR2(Advanced Microwave Scanning Radiometer 2) C-band 토양수분 자료를 비교 분석하였다. SMOS 토양수분, AMSR2 토양수분을 기상청 농업관측관서의 지상 관측 토양수분 자료와 비교한 그래프는 다음과 같다(Fig. 1). 상대적으로 깊은 관측심으로 인한 장점을 가짐에도 불구하고 RFI로 인한 L-band 토양수분 자료의 시공간 관측율이 C-band 토양수분자료에 비하여 낮아 활용성이 낮다. AMSR2 자료는 여름철을 제외한 모든 계절에 과소 추정하는 단점을 보이며 실제적 활용을 위해 지상자료와의 편이보정 과정이 필수적이라 판단된다.

• 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.