• 한국항공운항학회지
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• 제30권1호
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• pp.44-49
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• 2022

This study performed precision instrument landing procedures for pilots with a commercial pilot license using VR HMD flight simulators, and assuming that the center of the pilot's gaze is in the front, 3-D.O.F. head tracking data and 2-D eye tracking of VR HMD worn by pilots gaze tracking was performed through. After that, AOI (Area of Interesting) was set for the instrument panel and external field of view of the cockpit to analyze how the pilot's gaze was distributed before and after the decision altitude. At the same time, the landing results were analyzed using the Localizer and G/S data as the pilot's precision instrument landing flight data. As a result, the pilot was quantitatively evaluated by reflecting the gaze tracking and the resulting landing result using a VR HMD simulator.

• 한국항공운항학회지
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• 제31권1호
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• pp.11-17
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• 2023

In this study, the correlation analysis between total system error and environmental factor variables was performed to confirm the effect on the performance of the integrated navigation system by various environmental factors. To collect flight data of hybrid vertical take-off and landing UAVs, scenarios including various turning sections and straight sections such as left turn, right turn, turning rate, and path change angle were selected, and environmental data of wind direction, wind speed, temperature, air pressure, and humidity were collected in real time through weather station. As a result of the correlation analysis between the collected flight data and environmental data, it was concluded that the performance of the integrated navigation system by environmental factors within the collected data was not significant affected and was robust.

• 한국항공운항학회지
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• 제30권1호
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• pp.28-37
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• 2022

Along with the remarkable advances in GNSS technology, SBAS further enhances the accuracy and integrity of GNSS location information and derives improvement in the safety and efficiency of air traffic management from reducing GNSS location errors, induced by passing through the ionosphere and atmosphere, to less than three meters. In this regard, ICAO specifies the standards of SBAS signals and recommends every party to phase in by 2025; and it is foreseeable that SBAS APV-I and CAT-I will be provided in South Korea by its undertaking the development of KASS, a Korean SBAS. The purpose of the study is to design SBAS APV-I procedure on the basis of the runway 15L of Incheon International Airport and conduct obstacle assessment according to PAN-OPS Doc. 8168, focusing on the usability and usefulness of SBAS APV-I. The results show that SBAS APV-I will provide better decision height compared to other PBN RNP approach procedures such as LNAV and Baro-VNAV at the Incheon International Airport.

• 한국항공운항학회지
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• 제20권4호
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• pp.76-83
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• 2012

Korean aviation Turbulenc Guidance (KTG) system is developed using the operational unified model (UM) of the Korea Meteorological Administration (KMA) and pilot reports (PIREPs) over East Asia. The KTG system comprised of twenty turbulence diagnostics that represent various turbulence potentials and have the best forecasting skills, which are combined into a single ensemble-averaged index, namely KTG, at upper-(above FL250) and mid-(below FL250) levels. It is found that the overall performance of the KTG is higher than those produced from the one single best index, and satisfies the minimum criteria (80% accuracy) that the system is operationally useful in aviation industry.

• 한국항공운항학회지
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• 제29권2호
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• pp.94-99
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• 2021

UTM is an air traffic management ecosystem under development for autonomously controlled operations of UAS by the FAA, NASA, other federal partner agencies, and industry. They are collaboratively exploring concepts of operation, data exchange requirements, and a supporting framework to enable multiple UAS operations beyond visual line-of-sight at altitudes under AGL 500ft in airspace where air traffic services are not provided. Minimum Safe Altitude is a generic expression, used in various cases to denote an altitude below which it is unsafe to fly owing to presence of terrain or obstacles. The European drone regulation mentions that the UAS is maintained within 120 metres from the closest point of the surface of the earth during flight, except when overflying an obstacle. This study attempted to develop a minimum flight altitude database system. Based on domestic and international rules and regulations on setting the minimum flight altitude it is expected that it can be applied to the operation of aircraft and unmanned aerial system in UTM environments for specific area in Korea.

• 한국항공운항학회지
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• 제27권2호
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• pp.47-53
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• 2019

The development of the aviation industry and the changes in the military operation mission environment are demanding more long - distance operation (long - time flight), and such a flying environment is a risk factor for fatigue - related accidents. For the aviation related organizations such as ICAO and FAA, fatigue risk management system (FRMS) are applied along with flight time restriction regulations to prevent fatigue related accidents. The most important process in FRMS is fatigue risk management. Fatigue risk management systematically manages fatigue through scientific fatigue risk data collection and fatigue risk assessment. The purpose of this study is to applicate the assessment of scientific fatigue risk management to pilots of airplanes engaged in long flight. We reviewed the current state of risk management and FRMS through previous research. We also developed fatigue risk management indicators and examined the validity of internationally recognized fatigue risk data collection methods and fatigue risk assessment tools. There are 134 mission (flight) data used for development. In order to verify the indicators, the fatigue risk score between the items was assigned through pair-wise comparison. In addition, the verify test results were normalized.

• 한국항공운항학회지
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• 제22권1호
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• pp.124-129
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• 2014

The organization's safety culture is strongly tied to the success of its safety learning programme. All personnel must understand the concept and necessity of Safety Management System. In order to settle the culture which they are willing to share the responsibility of safety, it is essential for service provider as the airline company to develop the technique and knowledge which intenses the organization's safety and to perform safety learning programme to be applied. This study has looked into the preceding studies about the learning culture and surveyed how the airmen have acquired the safety lessons learned thru their safety promotion within aviation maintenance organization. Accordingly, it intends to contribute safety promotion by suggestion of the effective and positive learning culture thru the establishment of strategy and the safety learning programme suitable to the organization.

• 한국항공운항학회:학술대회논문집
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• 한국항공운항학회 2016년도 춘계학술대회
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• pp.125-130
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• 2016

최근 국내에서 개발한 KC-100 항공기의 형식증명 및 제작증명이 완료됨에 따라 우리나라도 항공기 제작/설계국 반열에 오르게 되었고, KC-100 개발을 계기로 국내 개발 항공기의 해외 수출을 대비한 제작/설계국으로서의 감항성 유지 체계 및 시스템 구축이 필요로 하게 되었다. 본 연구에서는 ICAO에서 제시하는 국가 유형 별 감항성 유지 업무의 책임 및 해외 항공선진국의 감항성 유지체계와 우리나라의 지속감항업무 수행현황을 비교분석하여 국내 감항성 유지 체계 및 항공기 고장보고 항목에 대한 개선 방안을 제시하였고 항공안전정보 네트워크를 구축하여 지속감항체계에서 획득한 항공 안전기술정보를 안전감독에 활용하기위한 방안을 연구하였다.

• 한국항행학회논문지
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• 제25권4호
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• pp.280-285
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• 2021

항공산업의 발전에 따라 국제적으로 운항승무원의 피로 위험 관리에 대한 중요성은 증가하고 있으며, 이와 관련한 피로도 연구와 법 제정은 전 세계적으로 활발하게 진행되고 있다. 이미 미국, 유럽 등의 비행 선진국은 비행시간과 비행근무시간 규정을 운항 승무원의 출두 시간, 이착륙 횟수, 휴식시간, 시차적응상태 등의 비행 환경을 반영한 최대 비행근무시간을 유연하게 적용 운항승무원의 피로도를 관리하고 있다. 국내의 경우는 운항승무원의 비행 환경 및 비행 조건을 반영하지 않은 연속되는 일간, 월간, 연간 기준으로 최대 비행근무시간을 정하는 획일적인 방식을 적용하고 있는 실정으로, 피로 위험관리시스템의 개선이 필요한 시점이다. 하지만 선진 해외항공사 위주로 개발된 피로도 관련 법과 규정을 국내의 비행 환경을 고려하지 않고 적용할 시 부작용이 있을 수 있다. 본연구의 국내 운항승무원 피로도 관련 설문 조사 결과에 의하면, 이미 해외에서 적용하고 있는 최대 비행시간 규정을 수정 없이 그대로 국내에 도입 및 적용하는 경우, 오히려 국내 운항승무원의 피로도는 증가할 수 있다는 시사점을 도출하였다. 이에 국내의 비행 환경과 문화에 적합한 한국형 비행근무시간 제한에 관한 연구의 필요성을 제안하고자 한다.

• 한국항공운항학회지
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• 제18권2호
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• pp.54-59
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• 2010

The flight deck crew must manage complexity during daily flight operations. The Airline may obtain data regarding threats and errors through LOSA(Line Operations Safety Audits) on normal flights as predictive safety tool in Safety Management System of the Airline to actively improve the systems such as SOP(Standard Operation Procedure), training, evaluation and the TEM(Threat and Error Management) for the flight deck crew. The flight deck crew make errors when they fail managing threats. The crew mismanage around ten percent of threats and commit errors. The major mismanaged threats are aircraft malfunction, ATC(Air Traffic Communication), and wether threats. The effective countermeasures of TEM for manageing threats are leadership, workload management, monitor & cross check, Vigilance, communication environment and cooperation of the crew. It is important that organizations must monitor for the hazards of threats and improve system for the safer TEM environments.