• Journal of Technologic Dentistry
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• v.18 no.1
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• pp.39-65
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• 1996

The purpose of this to inquire of the people who run a dental mechanical laboratory having troubles to manage and to find out the reform measures on the point at issue. With having done random sampling for the chiefs of dental mechanical labs across the nation, and then marking the analysis of the data for the survey, I came to a conclusion to be as follow. 1. The operating problems in dental mechanical laboratory in Korea is that it is too near at hand that the requested days for the manufacture of dental prosthesis appliances form dental clinics(45%)(P<0.01) 2. The problem of dental mechanic manpower was due to a small salary and inferior working environment(35% each)(P<0.01) 3. Some of them discount dental mechanical charges in manufacturing dental prosthesis appliances(36.7%)(P<0.01) 4. Many of them employed unlicensed dental technicians(61.7%)(P<0.01) As a counterplan for the aforementioned, I think that the whole dental mechanics should cooperate in breaking off the customary custom to allow a discount on the dental mechanical charges and readjust the dental mechanical charge to a realistic level so as to contribute to the development of the dental mechanical community and the vetterment of the public oral hygience.

• Journal of the Korean Society of Safety
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• v.25 no.5
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• pp.33-38
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• 2010

Railway is one of popular transportation systems. Due to the safety and in time, the transportation by train is preferred to the others for a long time. However, accidents under railway construction get more serious problems than in case of the other system, because it is the largest mass transportation system. Especially, the railway construction is composed of different kinds of construction works such as civil, architect, electric and mechanic. It is closely/complicatedly connected with various workers, large machines and facilities, regulations etc. In this study the data on safety accidents are corrected during 6 years(2004~2009) and analyzed by time(year, month, week, day, a.m or p.m), place, field, type etc. Results shows that there exists remakable trends on accidents, so efficient treatments should be prepared considering this trend.

• Journal of Chest Surgery
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• v.49 no.5
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• pp.366-373
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• 2016

Background: The aim of the study was to test the hypothesis that in patients with chronic complex sternum dehiscence, the use of muscle flap repair minimizes the occurrence of paradoxical motion of the chest wall (CWPM) when compared to sternal rewiring, eventually leading to better respiratory function and clinical outcomes during follow-up. Methods: In a propensity score matching analysis, out of 94 patients who underwent sternal reconstruction, 20 patients were selected: 10 patients underwent sternal reconstruction with bilateral pectoralis muscle flaps (group 1) and 10 underwent sternal rewiring (group 2). Eligibility criteria included the presence of hemisternum diastases associated with multiple (${\geq}$3) bone fractures and radiologic evidence of synchronous chest wall motion (CWSM). We compared radiologically assessed (volumetric computed tomography) ventilatory mechanic indices such as single lung and global vital capacity (VC), diaphragm excursion, synchronous and paradoxical chest wall motion. Results: Follow-up was 100% complete (mean $85{\pm}24months$). CWPM was inversely correlated with single lung VC (Spearman R=-0.72, p=0.0003), global VC (R=-0.51, p=0.02) and diaphragm excursion (R=-0.80, p=0.0003), whereas it proved directly correlated with dyspnea grade (Spearman R=0.51, p=0.02) and pain (R=0.59, p=0.005). Mean CWPM and single lung VC were both better in group 1, whereas there was no difference in CWSM, diaphragm excursion and global VC. Conclusion: Our study suggests that in patients with complex chronic sternal dehiscence, pectoralis muscle flap reconstruction guarantees lower CWPM and greater single-lung VC when compared with sternal rewiring and it is associated with better clinical outcomes with less pain and dyspnea.

• 제어로봇시스템학회:학술대회논문집
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• 2005.06a
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• pp.1641-1644
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• 2005

Magnetic actuation utilizes the mechanic torque that is the result of interaction of the current in a coil with an external magnetic field. A main obstacle is, however, that torques can only be produced perpendicular to the magnetic field. In addition, there is uncertainty in the Earth magnetic field models due to the complicated dynamic nature of the field. Also, the magnetic hardware and the spacecraft can interact, causing both to behave in undesirable ways. This actuation principle has been a topic of research since earliest satellites were launched. Earlier magnetic control has been applied for nutation damping for gravity gradient stabilized satellites, and for velocity decrease for satellites without appendages. The three axes of a micro-satellite can be stabilized by using an electromagnetic actuator which is rigidly mounted on the structure of the satellite. The actuator consists of three mutually-orthogonal air-cored coils on the skin of the satellite. The coils are excited so that the orbital frame magnetic field and body frame magnetic field coincides i.e. to make the Euler angles to zero. This can be done using a Neural Network controller trained by PD controller data and driven by the difference between the orbital and body frame magnetic fields.

• Geomechanics and Engineering
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• v.32 no.1
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• pp.85-96
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• 2023

Microbially induced carbonate precipitation (MICP) is extensively discussed as a promising topic for ground stabilization. The practical effect of stabilizing the expansive soil is presented in this paper with a logical process from the bacterial activity to the treatment technology. Temperature, pH, shaking frequency, and inoculation amount are discussed to evaluate the bacterial activity. The physic-mechanic properties are also evaluated to discuss the effect of the MICP process on expansive soil. Results indicate that the MICP method achieves the mitigation of expansion. The treated soil has a low proportion of fine particles (< 5 ㎛), the plasticity index significantly decreases, and strength values improve much. MICP process has a significant cementation effect on the soil matrix. Moreover, the infiltration model test presents the coating effect on the topsoil. According to the relation between the CaCO₃ content and the treatment effect, the topsoil has better treatment than the deeper soil.

• 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.

• Tuberculosis and Respiratory Diseases
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• v.44 no.2
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• pp.329-337
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• 1997

Background : Since endotracheal tube is the most important factor involved in the imposed work of breathing during mechanical ventilation, extubation of endotracheal tube is supposed to reduce respiratory work of patient. However, some patients show labored breathing after extubation despite acceptable blood gases. We investigated the changes of work of breathing before and after extubation and the factors involved in the change of WOB after extubation. Methods : The subjects were 34 patients(M : F = 20 : 14, mean age = $61{\pm}17yre$) who recovered from respiratory failure after ventilatory support and were considered to be ready for extubation. The patients with clinical or radiologic evidences of upper airway obstruction before endotracheal intubation for mechanical ventilation were excluded. Vital sign, physical examination, chest X-ray, work of breathing and other respiratory mechanic indices were measured prior to, immediately, 6, 24 and 48 hours after extubation serially. Definition of weaning failure after extubation was resumption of ventilatory support or reintubation of endotracheal tube within 48 hour after extubation because of respiratory failure. The patients were classified into group 1(decreased work of breathing), group 2(unchanged work of breathing) and group 3(increased work of breathing) depending on the statistical difference in the change of work of breathing before and after extubation. Results : Work of breathing decreased in 33%(11/34, group 1), unchanged in 41%(14/34, group 2) and increased in 26%(9/34, group 3) of patients after extubation compared with before extubation. Weaning failure occurred 9%(1/11) of group, 1, 28.6%(4/14) of group 2 and 44%(4/9) of group 3 after extubation(p = 0.07). The change of work of breathing after extubation was positively correlated with change of mean airway resistance(mRaw). (r = 0.794, p > 0.01). In three cases of group 3 whose respiratory indices could be measured until 48 hr after extubation, the change in work of breathing paralleled with the sequential change of mRaw. The work of breathing was peaked at 6 hr after extubation, which showed a tendency to decrease thereafter. Conclusions : Reversible increase of work of breathing after extubation may occur in the patients who underwent extubation, and the increase in mRaw could be responsible for the increase in work of breathing. In addition, the risk of weaning failure after extubation may increase in the patients who have increased WOB immediately after extubation.