• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.225-285
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• 2017

In regard to the regulations related to the RPA(Remotely Piloted Aircraft), which is sometimes called in other countries as UA(Unmanned Aircraft), ICAO stipulates the regulations in the 'RPAS manual (2015)' in detail based on the 'Chicago Convention' in 1944, and enacts provisions for the Rules of UAS or RPAS. Other contries stipulates them such as the Federal Airline Rules (14 CFR), Public Law (112-95) in the United States, the Air Transport Act, Air Transport Order, Air Transport Authorization Order (through revision in "Regulations to operating Rules on unmanned aerial System") based on EASA Regulation (EC) No.216/2008 in the case of unmanned aircaft under 150kg in Germany, and Civil Aviation Act (CAA 1998), Civil Aviation Act 101 (CASR Part 101) in Australia. Commonly, these laws exclude the model aircraft for leisure purpose and require pilots on the ground, not onboard aricraft, capable of controlling RPA. The laws also require that all managements necessary to operate RPA and pilots safely and efficiently under the structure of the unmanned aircraft system within the scope of the regulations. Each country classifies the RPA as an aircraft less than 25kg. Australia and Germany further break down the RPA at a lower weight. ICAO stipulates all general aviation operations, including commercial operation, in accordance with Annex 6 of the Chicago Convention, and it also applies to RPAs operations. However, passenger transportation using RPAs is excluded. If the operational scope of the RPAs includes the airspace of another country, the special permission of the relevant country shall be required 7 days before the flight date with detail flight plan submitted. In accordance with Federal Aviation Regulation 107 in the United States, a small non-leisure RPA may be operated within line-of-sight of a responsible navigator or observer during the day in the speed range up to 161 km/hr (87 knots) and to the height up to 122 m (400 ft) from surface or water. RPA must yield flight path to other aircraft, and is prohibited to load dangerous materials or to operate more than two RPAs at the same time. In Germany, the regulations on UAS except for leisure and sports provide duty to avoidance of airborne collisions and other provisions related to ground safety and individual privacy. Although commercial UAS of 5 kg or less can be freely operated without approval by relaxing the existing regulatory requirements, all the UAS regardless of the weight must be operated below an altitude of 100 meters with continuous monitoring and pilot control. Australia was the first country to regulate unmanned aircraft in 2001, and its regulations have impacts on the unmanned aircraft laws of ICAO, FAA, and EASA. In order to improve the utiliity of unmanned aircraft which is considered to be low risk, the regulation conditions were relaxed through the revision in 2016 by adding the concept "Excluded RPA". In the case of excluded RPA, it can be operated without special permission even for commercial purpose. Furthermore, disscussions on a new standard manual is being conducted for further flexibility of the current regulations.

• Korean Journal of Remote Sensing
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• v.36 no.5_1
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• pp.847-860
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• 2020

The 2-pass DInSAR (Differential Interferometric SAR) processing steps for DEM generation consist of the co-registration of SAR image pair, interferogram generation, phase unwrapping, calculation of DEM errors, and geocoding, etc. It requires complicated steps, and the accuracy of data processing at each step affects the performance of the finally generated DEM. In this study, we developed an improved method for enhancing the performance of the DEM generation method based on the 2-pass DInSAR technique of TanDEM-X bistatic SAR images was developed. The developed DEM generation method is a method that can significantly reduce both the DEM error in the unwrapped phase image and that may occur during geocoding step. The performance analysis of the developed algorithm was performed by comparing the vertical accuracy (Root Mean Square Error, RMSE) between the existing method and the newly proposed method using the ground control point (GCP) generated from GPS survey. The vertical accuracy of the DInSAR-based DEM generated without correction for the unwrapped phase error and geocoding error is 39.617 m. However, the vertical accuracy of the DEM generated through the proposed method is 2.346 m. It was confirmed that the DEM accuracy was improved through the proposed correction method. Through the proposed 2-pass DInSAR-based DEM generation method, the SRTM DEM error observed by DInSAR was compensated for the SRTM 30 m DEM (vertical accuracy 5.567 m) used as a reference. Through this, it was possible to finally create a DEM with improved spatial resolution of about 5 times and vertical accuracy of about 2.4 times. In addition, the spatial resolution of the DEM generated through the proposed method was matched with the SRTM 30 m DEM and the TanDEM-X 90m DEM, and the vertical accuracy was compared. As a result, it was confirmed that the vertical accuracy was improved by about 1.7 and 1.6 times, respectively, and more accurate DEM generation was possible with the proposed method. If the method derived in this study is used to continuously update the DEM for regions with frequent morphological changes, it will be possible to update the DEM effectively in a short time at low cost.

• Proceedings of the Korean Society of Organic Agriculture Conference
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• 2009.12a
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• pp.297-297
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• 2009

최근 유기농산물에 대한 관심과 요구가 급증하면서 소비자들은 고품질 유기농산물을 선호하고 있어 국내 대부분 유기농가들은 무처리 일반종자를 이용하고 있는 실정이다. 앞으로 국제 기준에 부합하는 채소류 유기재배를 위해서는 유기종자의 이용이 필수적이므로 유기종자 채종체계 확립이 필요한 실정이다. 따라서 본 연구에서는 당근 종자(재래종 heimloom)를 사용하여 유기종자의 채종체계를 확립하고자 하였다. 일반적으로 당근종자 생산은 적어도 2년을 요구한다. Seed to seed 방법과 Root to seed 방법이 이용되고 있는데 본 연구에서는 Root to seed 방법을 사용하였다. Root to seed 방법은 6월에 당근종자를 파종하여 가을에 뿌리를 수확하여 지상부를 5cm 정도 남기고 정지하여 일시 저온저장 하였다가 이듬해 뿌리를 이식하여 새순에서 추대시켜 종자를 수확하는 방법으로 종자 생산성이 높아 종자회사에서 많이 사용하고 있다. 본 연구에서도 Root to seed 방법으로 채종 시험하였다. 2008년도에 파종 및 수확한 뿌리를 저온저장고에 일시 저장 후 1차 이식은 2008년 11월 하순에 노지포장에서 실시하고 이때 월동 중 동해를 막기 위하여 보온덮개로 멀칭 처리하였다. 이듬해 3월 중순에 주간거리 75${\times}$40cm 간격으로 솎음하여 처리당 10주씩 배치하였다. 이식후 뿌리에서 새순 1대를 유도하였고 추대 및 개화 6주후부터 종자가 갈색으로 변하기 시작할 때 채종을 시작하였다. 수확부위는 1차 측지 중 1번째 화지를 대상으로 하였고 화경절단은 화총으로부터 20cm 정도 남겨서 잘랐고 실내에서 1개월 이상 충분히 후숙시킨 후 종자를 정선하여 종자생산성을 조사하였다. 결실율과 발아율 조사는 채종된 종자를 이용하여 종자 충실도와 발아력을 조사하였다. 각 품종별 추대율은 15번 품종과 16번, 24번 품종이 5% 미만으로 매우 부진하였고 그밖에 추대된 묘의 생육 및 발육상은 매우 양호하여 개화에는 커다란 문제가 없었다. 종자 결실율은 23번 품종을 제외한 모든 품종에서 높았고 각 품종별 화총구조를 고려해 볼 때 주간 화총, 1차측지, 2차측지 순으로 결실율이 떨어졌다. 각 품종의 천립중은 1, 11, 12, 14, 20번 품종이 2.02g 이상으로 대립종으로 판단되며 각 품종별 화총의 크기는 비슷하여 대립종은 각 화총당 종자수가 적은 것으로 나타났다. 대분분의 대립종은 만생종으로 생육기간이 소립종 보다 10-20일상 길며 종자 성숙기간도 장기간 소요되며 특히 장마기간을 넘겨야 할 경우에는 비가림 시설 채종재배가 필수적인 것으로 나타났다. 발아율은 10, 11, 14, 18, 19, 26번 품종이 80% 이상으로 가장 높았고 다른 품종에서는 다소 떨어져 품종별 차이가 많았다. 종자 생산성은 장근종과 단근종간에 약간의 차이가 있지만 주간 화총을 포함하여 1차 측지 4-5개에서 채종하는 것이 가장 효율적인 것으로 사료된다. 또한 당근의 개화 기간을 보면 1화륜은 8~10일, 1개체는 40~50일, 채종포장에서는 1화륜에서 측지 6개구까지 채종은 60~70일 소요되어 미숙종자와 과숙종자가 혼재되어 적정 수확시기를 결정하기가 매우 어려운 점이 발생하였다. 본 연구 결과에서 생육특성, 수량성, 품질특성, 종자 생산성, 발아율을 고려해 볼 때 1, 7, 8, 9, 10, 14, 19, 26번 품종이 유기농 재배 및 유기채종에 적합한 것으로 사료되었다.

• Korean Journal of Agricultural and Forest Meteorology
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• v.17 no.1
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• pp.25-34
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• 2015

In this research, we applied a procedure of quality control (QC) to the agro-meteorological data measured at the Suwon weather station of Korea Meteorological Administration (KMA). The QC was conducted through six steps based on the KMA Real-time Quality control system for Meteorological Observation Data (RQMOD) and four steps based on the International Soil Moisture Network (ISMN) QC modules. In addition, we set up our own empirical method to remove erroneous data which could not be filtered by the RQMOD and ISMN methods. After all these QC procedures, a well-refined agro-meteorological dataset was complied at both air and soil temperatures. Our research suggests that soil moisture requires more detailed and reliable grounds to remove doubtful data, especially in winter with its abnormal variations. The raw data and the data after QC are now available at the NCAM website (http://ncam.kr/page/req/agri_weather.php).

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.311-336
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• 2015

This article surveys the current international law with respect to RPAS from both the public air law and private air law perspectives. It then reviews current and proposed Australian domestic RPAS regulation while emphasizing the peculiar risks in operation of RPAS; and how they affect concepts of liability, safety and privacy. While RPAS operations still constitute only a small portion of total operations within commercial aviation, international pilotless flight for commercial air transport remains a future reality. As the industry is developing so quickly the earlier the pursuit of the right policy solutions begins, the better the law will be able to cope with the technological realities when the inevitable risks manifest in accidents. The paper acknowledges that a domestic or regional approach to RPAS, typified by the legislative success of the Australian experience, is and continues to be the principal measure to deal with RPAS issues globally. Furthermore, safety remains the foremost factor in present and revised Australian RPAS regulation. This has an analogue to the international situation. Creating safety-related rules is imperative and must precede the creation or adoption of liability rules because the former mitigates the risk of accidents which trigger the application of the latter. The flipside of a lack of binding airworthiness standards for RPAS operators is potentially a strong argument that the liability regime (and particularly strict liability of operators) is unfair and unsuited to pilotless flight. The potential solutions the authors raise include the need for revised ICAO guidance and, in particular, SARPs with respect to RPAS air safety, airworthiness, and potentially liability issues for participants/passengers, and those on the ground. Such guidance could then be adapted swiftly for appropriate incorporation into domestic laws bypassing the need for or administrative burden and time it would take to activate the treaty process to deal with an arm of aviation that states know all too well is in need of safety regulation and monitoring.

• KOREAN JOURNAL OF CROP SCIENCE
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• v.64 no.3
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• pp.278-286
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• 2019

Sesbania, an annual herb, is known for its high forage value and salt tolerance. It has merits as a forage crop that is adaptable to reclaimed land in the Republic of Korea. Therefore, we collected Sesbania genetic resources from the Republic of Korea and other countries, and conducted experiments to evaluate their potential as a forage crop in Korean climate and soil conditions. In the preliminary experiments, 15 genetic resources which were able to set seeds in Korean environment were selected out of a total of 46 collected genetic resources. Among 15 genetic resources, SL13 was the tallest and it was followed by that of SC04, SR01 and SE07. The accessions with the earliest flowering started flowering 101 days after sowing and set seed in early August. Fifteen accessions were evaluated for their salt tolerance at germination stage based on germination rate and growth of germinated seedlings at 0 mM, 150 mM and 300 mM NaCl concentrations. Five genetic resources like SC04, SL13, SS20, SS24 and SR01 were selected to be tolerant to NaCl treatment. Forage value was evaluated based on crude protein, acid detergent fiber, neutral detergent fiber and in vitro dry matter digestibility. The forage value of leaves was significantly higher than that of stems, and the forage value of the stem was slightly better than that of rice straw. The forage value of leaves of all the genetic resources was higher than grade 1 by the American Forage and Grassland Council grade. Among five selected genetic resources, the relative feed value of SC04 was the highest and it was followed by that of SS20, SL13, SS24 and SR01.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.9-53
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• 2004

This paper described the contents of theme entitled "Domestic Legislative Problems on the Civil Liability of Air Carrier in Korea" including the current example of fourteen countries' legislation ((1) Great Britain, (2) United States of America, (3) Canada, (4)European Union), (5) Germany, (6) France, (7) Italy, (8) Spain, (9) Swiss, (10) Australia, (11) Japan, (12) People's Republic of China, (13) Taiwan, (14) North Korea) relating to the aviation law or air transport law. Though the Korean and Japanese aviation act has provided only the public items such as (1) registration of aircraft, (2) persons engaged in aviation, (3) operation of aircraft, (4) aviation facilities including airport, (5) air transport business, (6) investigate of aircraft accidents etc., but they could not regulated the private items such as the legal relations of the air transport contract (1) air passenger ticket, (2) air luggage ticket, (3) airway bill, (4) liability of air carrier, (5) amount of compensation for damage caused by aircraft accidents, (6)jurisdiction, (7) arbitration, (8) limitation of action, (9) combined carriage, (10) carriage by air performed by an actual carrier other than contracting carrier, damage caused by aircraft to the third parties etc. in their aviation act until now. In order to solve speedily the legal problems on the limitation of air carrier's liability and long law suit and disputes between wrongdoers and survivors etc, it is necessary and desirable for us to enact a new "Draft for the Air Transport Act" including the abovementioned private items. I would like to propose personally and strongly the legislation of "Draft for the Air Transport Act" in Korea in emphasizing the importance of ensuring protection of the interests of consumers air passengers and shippers in carriage by air and the need for equitable compensation between air carriers and survivors caused by the aircraft accidents such as the German Air Transport Act (Luftverkerhrsgesetz).