• Physical Therapy Korea
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• v.17 no.3
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• pp.1-10
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• 2010

The purpose of this study was to measure intra-rater and inter-rater reliability and range of motion for measurement of passive shoulder internal rotation range of motion and to compare anterior glide distance of humeral head in three methods. Fifty healthy subjects and fifty patients with shoulder musculoskeletal pain were recruited for this study. The subjects' passive shoulder internal rotation range of motion was measured by visual estimation, manual stabilization, and pressure biofeedback unit methods. In two trials, measurements were performed on each subject by two examiners. Intraclass correlation coefficient (ICC(3,1)) was used to determine the reliability of each measurement. The intra-rater reliability of the three methods was excellent (ICC=.77~.93) in both groups. The inter-rater reliability of the visual estimation method was poor (ICC=.20, .29), the manual scapular stabilization method was poor and fair (ICC=.09, .50), and the pressure biofeedback unit method was excellent (ICC .86, .75) in the experimental and control groups. In the experimental group, the difference of examined range of motion by each examiner was significant in the visual estimation method and manual scapular stabilization method, but there was an insignificant difference between the groups is the pressure biofeedback unit method. This result suggests that the intra-rater and inter-rater reliability of a pressure biofeedback unit was better than the other methods. The difference in distance of the anterior glide of humeral head was insignificant among all the methods. The pressure biofeedback unit method was the most reliable method, so it is proposed to be a new and reliable method to measure internal rotation range of motion.

• The Journal of Korean Academy of Orthopedic Manual Physical Therapy
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• v.15 no.1
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• pp.32-40
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• 2009

Purpose: The purposes of this study were to determine the intertester and intratester reliabilities of the Lateral Scapular Slide Test (LSST) method, and to examine if significant differences existed in scapular positions among the pain groups (right-shoulder pain group, left-shoulder, pain group and both-shoulders pain group). 27 female subjects (mean age = 51.6, mean height = 157.7 cm, mean weight = 57.5 kg) with shoulder pain were recruited for this study. Methods: The bilateral distances between the root of the scapular spine and T3/4 (RSS), and between the inferior scapular angle and T7/8 (IA), were recorded. Subjects were tested at three positions: the with arms with abducted at 0, 45 and 90 degrees in the coronal plane. The LSST measurements were performed by two testers, selected randomly. Results: The results were as follows: Intraclass correlation coefficients (ICCs) for the intertester reliability were excellent (ICC 0.78-0.94). And the ICCs for the intratester reliability were excellent (ICC 0.83-0.99). In the right-shoulder and both-shoulders pain groups, the right-side RSS and IA values of right side were significantly greater than of the left-side RSS values left side for the arms abducted at 0 degrees of right shoulder pain group and both shoulder pain group (p<.05). However, the side-to-side difference was less than 1.5 cm. Conclusion: Our results suggest that the LSST is highly reliable in identifying the abnormal scapular position of patients with shoulder problems. Future research should be continued to clarify the clinical usefulness of this method.

• Journal of the Society of Naval Architects of Korea
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• v.50 no.4
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• pp.240-247
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• 2013

Hydrodynamic characteristics of a planing craft are very sensitive to the hull form variations, especially when the craft navigates with high-speed. Therefore, we need to verify hydrodynamic performances of the craft during the process of hull form design. In this paper, motion performances of a 40ft class cruise leisure boat are evaluated by both model tests and theoretical analyses using two different methods. Model tests are carried out at calm sea and regular wave conditions using high speed towing carriage installed in SNU towing tank. Theoretical methods used are a empirical method proposed by Martin (1976) and a potential method based on Rankine panel (DNV, 2010). The results from the theoretical methods are compared with and verified by those of model tests. Results of empirical formula showed somewhat larger motion RAOs and resonant frequencies than those of model tests. Potential based method showed even larger discrepancies with the model test results. From the analyses of comparison results, we could confirm the limitation of each theoretical method and suggest the way of improvement for the better prediction of motion performances.

• Korean Journal of Applied Biomechanics
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• v.20 no.4
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• pp.355-364
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• 2010

The purpose of this study was to investigate the kinematical analysis of T-stop motion by inline skate rolling speed. Six subjects were participated in the experiment(age: $35.0{\pm}3.3$ yrs, weight: $72.70{\pm}5.1\;kg$, height: $176.30{\pm}3.1\;cm$, career: $10.00{\pm}2.5$ yrs). The study method adopted 3-dimensional analysis and 2 cameras for filming to analyze the required displacement of center of mass, displacement of right and left hip joint, displacement of right and left knee joint, displacement of trunk tilt using by APAS. The results were as follows; In anterior-posterior displacement of COM, the faster rolling speed, the longer displacement at phase 2. In vertical displacement of COM, the faster rolling speed, the lower displacement. In medial-lateral displacement of COM, there was no significant on rolling speed. In angular displacement of right thigh segment, the faster rolling speed, the bigger displacement in X and Z axis. In angular displacement of left thigh segment, the faster rolling speed, the lower displacement in X axis. In angular displacement of right shank segment, the faster rolling speed, the bigger displacement in Z axis. In angular displacement of left shank segment, the faster rolling speed, the bigger displacement in X and Y axis. In angular displacement of trunk segment, the faster rolling speed, the bigger displacement in Z axis.

• Archives of Reconstructive Microsurgery
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• v.19 no.2
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• pp.108-111
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• 2010

Purpose: In reconstructing a defect on the dorsum of the hand, there are many cases of extensor tendons exposed or even missing. The repaired or reconstructed tendons need relevant gliding environment for good functional recovery. The anterolateral thigh flap offers a vascular fascial component with large amounts that can be used for covering exposed tendons and we report a unique case of single-stage hand dorsum and gliding surface reconstruction. Methods: A 35-year-old man had severe post-traumatic scarring in his left dorsal hand and coverage of the flap with split-thickness skin graft has been done before. After scarred skin excision and extensor tendon graft for missed part, a free anterolateral thigh adipofascial flap was used to resurface the hand dorsum and to reconstruct a two-layer gliding surface of the extensor tendons. The extensor tendons were wrapped in the fascial component with the fat layer inside. Results: He had an uneventful postoperative course without infection, dehiscence and flap necrosis. Good overall functional recovery and tendon excursion were observed. He was also satisfied with postoperative appearance. Conclusion: A free anterolateral thigh adipofascial flap was used successfully for reconstruction of a two-layer tendon gliding surface to treat a patient with severe scarring in the dorsal hand.

• Journal of the Society of Naval Architects of Korea
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• v.43 no.1 s.145
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• pp.134-146
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• 2006

This paper presents the primary conceptual design results of twenty-passenger class Wing-In-Ground(WIG) effect craft. As a first step, top level requirements were proposed and principal dimensions were determined. Maximum speed in ground effect condition is 150 km/h with two tons payload including passengers. Total weight is estimated as 8.5 tons with 2 tons of thrust. Hull and airfoil sections were designed and self propulsion tests were performed by radio controlled model. Two planing hull forms with the transom stern were proposed and towing tests were performed. The resistance and running attitude were measured and the feasibility is checked for the prototype hull form of the twenty-passenger class WIG craft. The free running tests show the stable smooth running attitude at designed speed. Also this radio controlled model can take off around 0.15 meter wave height. It can be said that the top level requirement for the twenty passenger class WIG ship is satisfied successfully. The design optimization to increase the transport efficiency and safety will be performed in the near future.

• Journal of Korean Tunnelling and Underground Space Association
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• v.21 no.5
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• pp.611-620
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• 2019

The shield tunnel was mostly applied to cable tunnel with a diameter of 3~4 m, recently 7.8 m diameter shield tunnel was constructed in the lower section of the Incheon International Airport runway and is planning or under construction to roads and railway tunnels in the lower section of the Han River. Segments are also becoming larger as the shield tunnel cross-section increases, which causes a number of problems in the design, construction, and performance evaluation of segments. In this study, segment lining structural safety, criteria for serviceability check considering axial forces and quality control method for approximately 8 m in diameter shield tunnel were reviewed by field measurements and full scale bending test.

• Journal of Advanced Navigation Technology
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• v.22 no.2
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• pp.111-122
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• 2018

At present, the ground transportation system is saturated in many countries including Korea. To overcome this problem, many researches of developing a roadable personal air vehicle (PAV) are being carried out to alleviate traffic congestion and to accomplish door-to-door mobility through three-dimensional traffic system. In this study, the thrust-to-weight ratio, the wing loading, and the power-to-weight ratio that are major design parameters for the sizing of roadable PAVs were calculated under the constraints of ground roll, climb rate, maximum cruise speed, service ceiling, stall speed. Also, in the sizing process, the study was conducted to determine the design point using the graphs of thrust-to-weight ratio, wing loading, power-to-weight ratio, and brake horse power for the mission profiles considering domestic environments and the FAR PART 23 which is the GA class aircraft certification standard.

• Journal of Advanced Navigation Technology
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• v.24 no.6
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• pp.527-532
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• 2020

Seoul terminal maneuvering area (TMA) that includes Incheon International Airport (ICN) and Gimpo International Airport is a very congested airspace with around 1,000 daily flights and the airspace blocked at the boundary between Incheon flight information region (FIR) and Pyongyang FIR. Consequently, with frequency radar vectorings, separation assurance in this airspace is complicated thus resulting in higher controller workload. In this paper, the conflict and collision risks in Seoul TMA are analyzed using recorded ADS-B data for past three years. Using the recorded trajectories, original flight plan procesures and routes are reconstructed and the risks are quantified using detect and avoid well clear (DWC) metric that is developed for large unmanned aircraft system. The region west of ICN was found to be the highest risk area regardless of the runway directions. In addition, merge and crossing points between procedures displayed relatively high risks.

• Physical Therapy Korea
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• v.29 no.1
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• pp.70-78
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• 2022

Background: Individuals with calf muscle shortening may have decreased dynamic balance. Objects: This study aimed to investigate the effect of mobilization with movement (MWM) and myofascial release (MFR) on kinematic changes in dynamic balance in individuals with calf muscle shortening. Methods: Thirteen participants were randomly assigned to the MWM or the mobilization with movement added myofascial release (MWM-MFR) group. The MWM group received treatment with only MWM, whereas the MWM-MFR group was treated with MWM and MFR. Pre- and post-intervention passive range of motion (PROM), maximum reaching lengths, and modified star excursion balance test (MSEBT) results were compared for all participants. Wilcoxon signed-rank test and Mann-Whitney U test were used for statistical analysis. Results: The results showed significant within-group differences in ankle PROM, but no significant between-group differences. The maximum reaching length in the MWM-MFR group in the posterolateral direction was significantly different before and after the intervention (p = 0.005). This group also showed significantly reduced ankle abduction in MSEBT during the posteromedial direction section 3 (p = 0.007) and posterolateral direction section 5 (p = 0.049) compared with the MWM group. Conclusion: Combined MWM and MFR intervention improves ankle stability in the coronal plane during the posteromedial and posterolateral forward movement in dynamic balance compared with only MWM in individuals with calf shortening.