• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.175-204
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• 2018

Recently, the aviation leisure business has been legislated, and related industries have become active base with increasing the light sports aircraft within the legislation system. However, in the light sports aircraft safety problem, it is often mentioned that the flight is in violation of the regulations, the lack of safety consciousness of the operator and lack of ability, and the personal operators have a risk of accident of light aircraft such as insufficient safety management and poor maintenance. At present, the maintenance of light sports aircraft is carried out by the A & P mechanic in accordance with the relevant laws and regulations, but it is difficult to say that it is equipped with qualification and expertise. It is not a legal issue to undertake light sports aircraft maintenance work on the regulation system. However, the problem of reliability and appropriateness is constantly being raised because airplanes, light sports aircraft, and ultra-light vehicle are classified and serviced in a legal method. Although legal and institutional frameworks for light sports aircraft are separated, much of it is stipulated in the aviation law provisions. Light sports aircraft maintenance work also follows the current aircraft maintenance system. In the United States, Europe, and Australia where General Aviation developed, legal and institutional devices related to maintenance of light aircraft were introduced, and specialized maintenance tasks are covered in the light aircraft mechanics system. As a result of analysis of domestic and foreign laws and regulations, it is necessary to introduce the qualification system for maintenance of light aircraft. In advanced aviation countries such as the United States, Europe, and Australia, a light sports aircraft repairman system is installed to perform safety management. This is to cope with changes in the operating environment of the new light sports aircraft. This study does not suggest the need for a light aircraft repairman system. From the viewpoint of the legal system, the examination of the relevant laws and regulations revealed that the supplementary part of the system is necessary. It is also require that the necessity of introduction is raised in comparison with overseas cases. Based on these results, it is necessary to introduce the system into the light aircraft repairman system, and suggestions for how to improve it are suggested.

• Aerospace Industry
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• v.54
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• pp.30-41
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• 1997

미국에서는 보잉사와 맥도널 더글러스사가 합병하여 세계 최대의 초 맘모스 항공기 제작업체가 탄생한데 이어 여타의 항공기 메이커들도 속속 합병 또는 매수되어 독과점 체제가 정비되고 있다. 이에 대항하듯 유럽세인 영국, 프랑스 독일등의 합작기업인 에어버스사는 이러한 미국의 거대 독과점 체제에 맞서 세계시장 절반 점유 목표를 내걸고 정면 대결할 뜻을 밝혀 세계의 여객기 시장은 보잉과 에어버스의 각축으로 집약되게 되었다.

• Aerospace Industry
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• v.40
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• pp.58-61
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• 1996

인류는 머지않은 장래에 달과 화성에 기지를 건설하게 된다. 우주공간의 교통.수송도 동시에 정비되고 그 수단도 장족의 진보를 보일 것이다. 그리하여 인류는 달.화성을 기지로 다시 더먼 우주로 갈 것이다. 그중 결정적 열쇄가 될 우주수송기술을 살펴본다. 그 첫째 방법이 화물을 발사하는 대포형 마스드라이버가 될 것이다.

• Defense and Technology
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• no.6 s.148
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• pp.38-49
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• 1991

소련의 헬기는 광활하고 외진 지역과 혹독한 기상조건 그리고 불비한 정비지원하에서 운용이 가능하도록, 견고하며 간편하고 일반적으로 사이즈가 크게 설계제작되었다. 따라서 편리성, 안락성, 미려함등이 요구되는 상업성이 떨어지며, 제작가공의 질이 떨어지는 것은 물론, 특히 항공전자분야가 뒤떨어진 것이 사실이다. 또한 무기체계에 대한 사용상의 철학관계로 장기사용에 대한 배려가 부족하나, 가격이 저렴한 장점이 있다. 현재 소련의 헬기산업이 안고 있는 문제는 기술문제가 아니라 자금상의 문제이다

• Journal of Digital Convergence
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• v.9 no.3
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• pp.59-67
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• 2011

The World aerospace industry grows consistently with the development digital technology. We study the activation of the digital aerospace industry based on avionics system, with respect to demand, system and industrial structure in the gimpo area. The strategy is made for aerospace industry to be a growth driver and then we suggest some projects to carry out it. Those are lasting creation of aerospace demand, possession of core part material and competitive digital technology, construction infrastructure for activation of system operation, improvement of administrative assistance system and finally strengthening policy modulation between civil, company, army, academy, and government. Therefore, it is possible to develop into it focusing the MRO and the Helicopter, if we complement systems related in the field of administration and Industry.

• Current Industrial and Technological Trends in Aerospace
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• v.9 no.1
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• pp.27-36
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• 2011

In this paper, I summarized the history and current state of korean aircraft industry. The Korean aircraft industry, beginning from maintenance business after Korean War, has been industrialized from 1976. From that time, aircraft industry in Korea has been steadily developed through big scale national projects usually military related. The current relationship of aircraft industry, government projects, policies in Korea is also summarized in this paper. By the big scale military projects, like KTX, KFP, KHA, etc., Korean aircraft industry has accumulated and developed essential technologies of the aircraft industry, and recently tries to develop even more by participating in the world civil aircraft market, which asks Korea of the harmonious effort of government, industry, and R&D sector. Considering that aircraft industry is not the optional but the essential for the national development in 21st century, the more harmonious and intensive effort of Korean aircraft industry will be absolutely needed.

• Aerospace Engineering and Technology
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• v.7 no.1
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• pp.236-244
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• 2008

The evolution and application of RFID technologies have been at the forefront of allowing aviation industries to improve the quality of aircraft maintenance and air cargo handling. However, safety problems in airplane operation are arising from the hazards of frequencies transmitted due to RFID systems. Though the intensities of frequencies back-scattered from the tags are very weak, some malfunctions are anticipated due to induction coupling on aircraft wiring. Therefore, safety assessment such as electromagnetic compatability should be accomplished upon aircraft critical and essential equipments before installations.

• Journal of Aerospace System Engineering
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• v.17 no.4
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• pp.95-103
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• 2023

Aircraft engine parts repair is a field belonging to the lowest level in the hierarchy of the aircraft industry, and it is marginalized in terms of research, compared to aircraft manufacturing or maintenance that belong to the upper level. On the other hand, in 2019, Korean Air's Powerplant Maintenance Center paid USD $130 million to foreign countries for engine parts repair, making it an industry with great need for localization. To achieve the goal of localizing engine parts repair, a certification system is needed that can perform independent repairs based on the development of repair technology, aligning contractual relationships with engine manufacturers, and free from dependence on engine manufacturers or foreign repair companies. The purpose of this study is to provide a basis for subsequent research to secure an actual certification system by suggesting the need for securing such a certification system.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.2
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• pp.247-280
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• 2020

For customs-free and liberalization on the trade of aircraft parts, the WTO Agreement on Trade in Civil Aircraft was separately concluded as plurilateral trade agreement at the time of launching WTO in 1995, and currently 33 countries including the United States and the EU are acceded but Korea does not. Major details of the Agreement on Trade in Civil Aircraft include product coverage, the elimination of customs duties and other charges, the prohibition of government-directed procurement of civil aircraft, the application of the Agreement on Subsides and Countervailing Measures, and the consultation on issues related to this Agreement and dispute resolution. Article 89 paragraph 6 of the current Customs Act was newly established on December 31, 2018, and the tariff reduction rate for imports of aircraft parts will be reduced in stages from May 2019 and the tariff reduction system will be abolished in 2026. Accordingly, looking at the impact of the Agreement on Trade in Civil Aircraft on the aviation industry, first, as for the impact on the air transport industry, an tariff allotment of the domestic air transport industry is expected to reach about 160 billion won a year from 2026, and upon acceding to the Agreement on Trade in Civil Aircraft, the domestic air transport industry will be able to import aircraft parts at no tariff, so it will not have to pay 3 to 8 percent import duties. Second, as for the impact on the aviation MRO industry, if the tariff reduction system for aircraft parts is phased out or abolished in stages, overseas outsourcing costs in the engine maintenance and parts maintenance are expected to increase, and upon acceding to the Agreement on Trade in Civil Aircraft, the aviation MRO industry will be able to import aircraft parts at no tariff, so it will reduce overseas outsourcing costs. If the author proposes a policy direction for the trade liberalization of aircraft parts to ensure competitiveness of the aviation industry, first, as for the tariff reduction by the use of FTA, in order to be favored with the tariff reduction by the use of FTA, it is necessary to secure the certificate of origin from foreign traders in the United States and the EU, and to revise the provisions of Korea-Singapore and Korea-EU FTA. Second, as for the push of acceding to the Agreement on Trade in Civil Aircraft, it would be resonable to push the acceding to Agreement on Trade in Civil Aircraft for customs-free on the trade of aircraft parts, as the tariff reduction method by the use of FTA has limits. Third, as for the improvement of the tariff reduction system for aircraft parts under the Customs Act, it is expected that there will take a considerable amount of time until the acceding to the Agreement on Trade in Civil Aircraft, so separate improvement measures are needed to continue the tariff reduction system of aircraft parts under Article 89 paragraph 6 of the Customs Act. In conclusion, Korea should accede to the WTO Agreement on Trade in Civil Aircraft to create an environment in which our aviation industry can compete fairly with foreign aviation industries and ensure competitiveness by achieving customs-free and liberalization on the trade of aircraft parts.

• Defense and Technology
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• no.7 s.137
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• pp.30-41
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• 1990

싱가폴이 항공공업과 군수공업 육성에 거는 노력은 눈부신 바가 있다. 군의 정비공장에서 출발한 군수공업은 과거 15년 사이에 즉 독립후 10년부터 오늘날까지 비약적인 발전을 이룩하였고 군수 공업의 내용도 꽤 높은 수준의 것이 되어가고 있다. 군수공업전체를 포함하는 싱가폴 테크놀로지 아래에 항공기를 담당하는 싱가폴 항공, 선박 관계를 담당하는 싱가폴 조선 및 엔지니어링, 전차/군용차를 담당하는 싱가폴 오토모티브 엔지니어링, 포병병기를 담당하는 Ordinance 개발기술사등이 있다.