• Journal of the Korea Institute of Military Science and Technology
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• v.20 no.2
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• pp.289-299
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• 2017

Because of its unique ordnance or operational requirements, military aircraft has potential risks different from civil aircraft. This explains why there is no global document for military airworthiness and each nation has its own sovereign authority. But harmonized airworthiness activities among authorities are required to reduce cost and time for recent multinational programs. In this study, we show the airworthiness policy of the European Military Airworthiness Authorities and U.S. DOD Authorities which facilitate recognition of certificates and approvals issued by any other authorities. And we propose future works for Korea military airworthiness society to develop organizational recognition system.

• Journal of Aerospace System Engineering
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• v.3 no.3
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• pp.1-6
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• 2009

The first Type Certificate project for small airplane is in progress in the Republic of Korea. Therefore, it is necessary to prepare the circumstances that the airplane developed and certificated by this country will exported to foreign countries and operated in the world. One of the main items to be prepared is the systems related with continuing airworthiness of aircraft during the operation. From this point of view, the systems and corresponding capabilities to maintain the aircraft to continue the flight and safe landing will be the immediate work. This study is to review the continuing airworthiness system established by foreign countries such as USA FAA and European EASA and to propose how we will setup our continuing airworthiness system for the airplane developed and certificated by the Republic of Korea.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.28 no.4
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• pp.55-62
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• 2020

Special airworthiness certificates can be issued if the aircraft does not meet the airworthiness standards, but it is deemed that it can be operated safely by partially limiting the scope of operation and flight performance. Currently, Korea is subject to experimental special certification for UAS(Unmanned Aircraft Systems) exceeding 150 kg of its own weight, but detailed guidelines need to be prepared on how to prove that they can be operated safely in a limited range. Recently, Korea Airworthiness Standard(KAS) Part 21 has been revised to reflect this, but it needs to be supplemented. In this study, through an understanding and analysis of the FAA's procedure of expeirmental special airworthiness certifications for UAS, we would like to suggest what we should consider when developing relevant guidelines in our country.

• Journal of Aerospace System Engineering
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• v.15 no.3
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• pp.20-29
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• 2021

As the feasibility of urban air mobility (UAM) service using electric vertical take-off and landing (eVTOL) aircraft increases due to aircraft electrification, distributed propulsion, and artificial intelligence technologies, the U.S. and European aeronautical societies have been improving their certification system and regulations for the type certification of eVTOL. The improved certification system is expected to be ready in the near future, after the European Union Aviation Safety Agency (EASA) proposed the VTOL Special Condition, SC-VTOL in 2019. However, the current domestic certification system is still insufficient to properly respond to eVTOL. This study investigated the development trends of foreign eVTOL and certification systems, identified considerations to improve the domestic certification system, and proposed the measures for type certificates and type certificates validation of eVTOL based on the comparison between SC-VTOL and Korea airworthiness standards (KAS).

• Journal of the Korean Society for Aviation and Aeronautics
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• v.21 no.1
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• pp.57-61
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• 2013

In the present study, which is currently operating domestically and internationally, from the Technical Standards for Flight Safety of Light Sport Aircraft and certification system through a comparative analysis of the LSA Category Airworthiness Certifications documents. In particular, an aircraft type analysis of FAA certified S-LSA that the speed greater than 120 knots LSA manufactured without United States of America. Through the analysis, we presented a revised plan to activation of the domestic aviation leisure sports and the development of the Light Sport Aircraft industry in reality.

• Journal of Aerospace System Engineering
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• v.14 no.1
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• pp.54-61
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• 2020

For operating military aircraft, military certificate of airworthiness (MCA) must be obtained from military authority. Among procedures of general airworthiness certification, there is a military type certification process that aircraft design complies with military airworthiness certification criteria. The Surion is the first military rotorcraft which has obtained military type certificate, production validation and airworthiness certificate in Korea, and the Surion derivatives for special mission are being operated for government services. Based on Aviation Safety Act, in order to operate the Surion derivatives (military aircraft) for special purpose (such as emergency patient transportation and firefighting), the issuance of special airworthiness certificates was needed from civil airworthiness authority, and the restricted category type certification (RTC) is one of design approvals for special airworthiness certification to be streamlined. This study discussed the procedures for acquiring RTC for special purpose operation of the Surion derivatives classified as military derived aircraft, and suggested procedural ideas to improve Korean RTC system.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.13 no.3
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• pp.43-60
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• 2005

In september 2004, a new pilot certificate scheme referred to as Sport Pilot Certificate was declared official and standardized in the US. The designation of Light-sport aircraft and the details of the relevant pilot certificate policy was announced out of the perception that a new regulation is required to be applied whereby the limitations on the manufacturing process enhancements and current aviation rules are considered the triggering factors. US Federal Aviation Regulation retains a comprehensive range of airworthiness certificates and aircrafts are managed systematically in accordance with FAR 21, 103. The airworthiness are further segregated into sub categories, which allows differentiated management. Korean Aviation Law classify aircraft into five different categories and powered air vehicle that weighs more than 150kg(19liters fuel capacity) for one seat, 225kg for two seats(38liters fuel capacity) while the systems that fall under a specific mass threshold level are known as ultralight vehicle. The research discusses the policy of the sport pilot certificate and the light-sport aircraft ratings announced official by the Federal Aviation Administration in an intuitive fashion with the analysis of the operations providing the evidence as to the viability of adopting the policy in local grounds. Based on the findings, the report discusses the case for introducing the light-sport aircraft and make recommendation on a strategy of applying the policy in Korea with respect to the pilot certificates, safety agenda, and the written test for the pilot certificate, and operating efficiency.

• Proceedings of the Korea Information Processing Society Conference
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• 2016.10a
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• pp.433-435
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• 2016

기술의 발전에 따라 첨단무기체계인 군용항공기는 전투임무 수행시 내장형소프트웨어(Embedded Software)를 통해 기체내의 항공전자 장치, 항법장치, 조종장치 등의 물리적 기계적 움직임을 제어하고 있으며, 내장형 소프트웨어의 비율은 점점 증가하고 있다. 기체의 물리적 기계적 움직임이 내장형 소프트웨어에 의해 제어 되기 때문에 군용항공기의 전투능력 보존과 국방 목적의 수행을 위해선 먼저 내장형 소프트웨어 고유의 특성을 만족하고, 나아가 소프트웨어 안전성, 신뢰성, 보안성을 확보하는 것이 필요하다. 본 논문에서는 설계 단계에서 스케줄성에 대해 정형검증 하여, 내장형 소프트웨어의 실시간성, 결정성, 생존성을 보증하고, 이러한 과정을 통해 전체적인 소프트웨어 안전성, 신뢰성, 보안성을 향상시키는 방안을 연구하며, 추가로 2011년 발표된 항공 소프트웨어 표준인 DO-178C에서 요구하는 정형검증을 적용한 국내 감항인증 표준 제정의 확대방안을 연구한다.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.115-157
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• 2013

Some contracting States of the Convention on International Civil Aviation (commonly known as the Chicago Convention) issue FAOC(Foreign AOC and/or Operations Specifications) and conduct various safety audits for the foreign operators. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident, it is the source of concern from the legal as well as economic perspectives. FAOC of the USA doubly burdens the other contracting States to the Chicago Convention because it is the requirement other than that prescribed by the Chicago Convention of which provisions are faithfully observed by almost all the contracting States. The Chicago Convention in its Article 33 stipulates that each contracting State recognize the validity of the certificates of airworthiness and licenses issued by other contracting States as long as they meet the minimum standards of the ICAO. Consequently, it is submitted that the unilateral action of the USA, China, Mongolia, Australia, and the Philippines issuing the FOAC to the aircraft of other States is against the Convention. It is worry some that this breach of international law is likely to be followed by the European Union which is believed to be in preparation for its own unilateral application. The ICAO established by the Chicago Convention to be in charge of safe and orderly development of the international civil aviation has been in hard work to both upgrade and emphasize the safe operation of aircraft. As the result of these endeavors, it prepared a new Annex 19 to the Chicago Convention with the title of "Safety Management" and with the applicable date 14 November 2013. It is this Annex and other ICAO documents relevant to the safety that the contracting States to the Chicago Convention have to observe. Otherwise, it is the economical burden due to probable delay in issuing the FOAC and bureaucracies combined with many different paperworks and regulations depending on where the aircraft is flown. It is exactly to avoid this type of confusion and waste that the Chicago Convention aimed at when it was adopted in 1944. The State of the operator shall establish a system for both the certification and the continued surveillance of the operator in accordance with ICAO SARPs to ensure that the required standards of operations are maintained. Certainly the operator shall meet and maintain the requirements established by the States in which it operate. The authority of a State stops where the authority of another State intervenes or where the former has yielded its power by an international agreement for the sake of international cooperation. Hence, it is not within the realm of the State to issue FAOC towards foreign operators for the reason that these foreign operators are flying in and out of the State. Furthermore, there are other safety audits such as ICAO USOAP, IATA IOSA, FAA IASA, and EU SAFA that assure the safe operation of the aircraft, but within the limit of their power and in compliance with the ICAO SARPs. If the safety level of any operator is not satisfactory, the operator could be banned to operate in the contracting States with watchful eyes until the ICAO SARPs are met. This time-honoured practice has been applied without any serious problems. Besides, we have the new Annex 19 to strengthen and upgrade with easy reference for contracting States. We don't have no reason to introduce additional burden to the States by unilateral actions of some States. These actions have to be corrected. On the other hand, when it comes to the carriage of the Personal or Pilot Log Book, the Korean regulation requiring it is in contrast with other relevant provisions of USA, USOAP, IOSA, and SAFA. The Chicago Convention requires in its Articles 29 and 34 only the carriage of the Journey Log Book and some other certificates, but do not mention the Personal Log Book at all. Paragraph 5.1.1.1 of Annex 1 to the Chicago Convention even makes it clear that the carriage in the aircraft of the Personal Log Book is not required on international flights. The unique Korean regulation in this regards giving the unnecessary burden to the national flag air carriers has to be lifted at once.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.1
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• pp.31-64
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• 2015

The Chicago Convention and Annexes have become the basis of aviation safety regulations for every contracting state. Generally, aviation safety regulations refer to the SARPs provided in the Annexes of the Chicago Convention. In order to properly reflect international aviation safety regulations, constant studies of the aviation fields are of paramount importance. Treaties duly concluded and promulgated under the Constitution and the generally recognized rules of international law shall have the same effect as the domestic laws of the Republic of Korea. Each contracting state to the Chicago Convention should meet ICAO SARPs about AOC and FAOC. According to ICAO SARPs, Civil Aviation Authorities shall issue AOC to air carriers of the state, but don't require to issue for foreign air carrier. However some contracting states of the Chicago Convention issue FAOC and/or Operations Specifications for the foreign operators. This FAOC is being expanded from USA to the other contracting states. Foreign operators have doubly burden to implement AOC of the ICAO SARPs because FAOC is an additional requirement other than that prescribed by the ICAO SARPs In Article 33, the Chicago Convention stipulates that each contracting state shall recognize the validity of the certificates of airworthiness and licenses issued by other contracting states as long as they are equal to or above the minimum standards of the ICAO. In ICAO Annex 6, each contracting state shall recognize as valid an air operator certificate issued by another contracting state, provided that the requirements under which the certificate was issued are at least equal to the applicable Standards specified in this Annex. States shall establish a programme with procedures for the surveillance of operations in their territory by a foreign operator and for taking appropriate action when necessary to preserve safety. Consequently, it is submitted that the unilateral action of the states issuing the FAOC to the foreign air carriers of other states is against the Convention. Hence, I make some proposals on the FAOC as an example of comprehensive problem solving after comparative study with ICAO SARPs and the contracting state's regulations. Some issues must be improved and I have made amendment proposals to meet ICAO SARPs and to strengthen aviation development. Operators should be approved by FAOC at most 190 if all states require FAOC. Hence, it is highly recommended to eliminate the FAOC or reduce the restrictions it imposes. In certain compliance-related issues, delayed process shall not be permitted to flight operations. In addition, it is necessary for the ICAO to provide more unified and standardized guidelines in order to avoid confusion or bias regarding the arbitrary expansion of the FAOC. For all the issue mentioned above, I have studied the ICAO SARPs and some state's regulation regarding FAOC, and suggested some proposals on the FAOC as an example of comprehensive problem solving. I hope that this paper is 1) to help understanding about the international issue, 2) to help the improvement of korean aviation regulations, 3) to help compliance with international standards and to contribute to the promotion of aviation safety, in addition.