• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.117-144
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• 2013

The MOLIT is also establishing the flight safety standards for UAV within the current Aviation Law. Accordingly the required flight criteria includes operator location, mission operation limit, equipment, etc. which are the principle and standard applied based on the airspace use for UAV. Also, general flight rules, visual flight rules, instrument flight rules are required to be applied to the actual flight. Besides, an appliance regulation needs to be arranged regarding two-way communication, ATC and communication issue, airspace and area in-flight between UAS(Unmanned Aircraft System) users. An operation of the UAV in the air significantly requires the guarantee of the aircraft's capacity, and also the standardized flight criteria. A safe and smooth use is ensured only if this criteria is applied and understood by the entire airspace users. For the purpose, a standardized military UAV flight operations criteria and a law complementary scheme.

• Journal of Advanced Navigation Technology
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• v.17 no.5
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• pp.516-523
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• 2013

In this paper, The path loss model of Air Traffic Control(ATC) telecommunication radio channel has been studied at the Incheon International Airport(IIA) with the terminal with two antlers. We measured two frequencies among VHF/UHF channel bands. The transmitting site radiated the Continuous Wave(CW). The propagation measurement was taken using the moving vehicle equipped with receiver and antenna. The transmitting power, frequency and antenna height are the same as the current operating condition. The path loss exponent and intercept parameters were extracted by the basic path loss model and hata model. The path loss exponents at passager terminal areas were 3.32 and 3.10 respectively in 128.2 MHz and 269.1 MHz. The deviation of prediction error is 9.69 and 9.65. The new path loss equation at the terminal area was also developed using the derived path loss parameters. The new path loss was compared with other models. This result will be helpful for the ATC site selection and service quality evaluation.

• Proceedings of the Korea Society for Industrial Systems Conference
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• 2000.05a
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• pp.59-64
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• 2000

Active radar reflector may be less familiar, since their uses have been limited to military applications, especially the enhancement of the effective radar cross-sections of missile test range in the drone aircraft and missiles. Perhaps the most widely-blown applications of radar transponders are Identification Friend or Foe(IFF) and its civilian counterpart, secondary surveilliance radar for Air Traffic Control(ATC), and most recently, as Search And Rescue Transponder(SART) in the Global Maritime Distress and Safety System(GMDSS). Since it happens frequently accidents on the sea, the problems of the contamination more seriously considered. The conventional navigation buoy and utilities are not sufficient to maintain the safety of the sea and thus new structured concept must be considered. Therefore, this paper propose and implement the active radar reflector with a enhanced structure. The results are shown that the performance of the system is significantly improved comparing with the conventional utilities.

• Korean Journal of Environmental Agriculture
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• v.30 no.1
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• pp.82-88
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• 2011

BACKGROUND: Tetracyclines (TCs) are mainly regulated as parent compounds by bioactivity-based screening methods in food. Especially with respect to antimicrobial residues, their metabolites/epimers are also highly concerning chemicals and traditionally applied microbial detection methods are needed to improve with validation for regulatory control. METHODS AND RESULTS: Detection capability and biological activity of tetracycline (TC), chlortetracycline (CTC), oxytetracycline (OTC) and their epimers; anhydrotetracycline (ATC), epianhydrotetracycline (EATC), epitetracycline (ETC), 4-epi-chlortetracycline (ECTC), 4-epianydrochlotetra-cycline (EACTC), 4-epioxychlortetracycline (EOTC), were measured by microbial growth inhibition screening method of Korea Food Code. CONCLUSION(S): Limited detection capabilities were found, B. megarerium and B. subtilis showed for TC and CTC, and B. subtilis for OTC. Biological potency of each epimer was also presented against various microorganisms, at the level from 50% to 96%, comparing with parent TCs. It is recommended that more advanced microbial screening methods with validation are needed, and biologically active epimers are to be considered as marker residues for MRL setting of regulatory control purpose.

• Journal of Advanced Navigation Technology
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• v.14 no.2
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• pp.161-169
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• 2010

According to the recent increase in air traffic more efficient air traffic control is required. This paper proposes the algorithm for efficient air traffic flow management. Aeronautical traffic environment is different from the common traffic environment since it needs vertical and horizontal separation deviation. In this paper used vincenty's fomula, we calculated distance of route for produced weight that was applied air traffic volume in distance of route using dijkstra algorithm. Then we let aircraft selects a course that minimize to wasting of fuel and time. As a simulation result, so unlilke simply shortest course calculation of existing course calculation algorithm, we confirmed that proposed algorithm in this paper can do air traffic control more efficiently by selecting optimized route.

• Journal of Communications and Networks
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• v.17 no.1
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• pp.58-66
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• 2015

Aeronautical communication networks (ACN) is an emerging concept in which aeronautical stations (AS) are considered as a part of multi-tier network for the future wireless communication system. An AS could be a commercial plane, helicopter, or any other low orbit station, i.e., Unmanned air vehicle, high altitude platform. The goal of ACN is to provide high throughput and cost effective communication network for aeronautical applications (i.e., Air traffic control (ATC), air traffic management (ATM) communications, and commercial in-flight Internet activities), and terrestrial networks by using aeronautical platforms as a backbone. In this paper, we investigate the issues about connectivity, throughput, and delay in ACN. First, topology of ACN is presented as a simple mobile ad hoc network and connectivity analysis is provided. Then, by using information obtained from connectivity analysis, we investigate two communication models, i.e., single-hop and two-hop, in which each source AS is communicating with its destination AS with or without the help of intermediate relay AS, respectively. In our throughput analysis, we use the method of finding the maximum number of concurrent successful transmissions to derive ACN throughput upper bounds for the two communication models. We conclude that the two-hop model achieves greater throughput scaling than the single-hop model for ACN and multi-hop models cannot achieve better throughput scaling than two-hop model. Furthermore, since delay issue is more salient in two-hop communication, we characterize the delay performance and derive the closed-form average end-to-end delay for the two-hop model. Finally, computer simulations are performed and it is shown that ACN is robust in terms of throughput and delay performances.

• Structural Engineering and Mechanics
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• v.47 no.6
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• pp.881-898
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• 2013

This paper describes analytical investigation into a new dual function system including a couple of shear links which are connected in series using chevron bracing capable to correlate its performance with magnitude of earthquakes. In this proposed system, called Chevron Knee-Vertical Link Beam braced system (CK-VLB), the inherent hysteretic damping of vertical link beam placed above chevron bracing is exclusively utilized to dissipate the energy of moderate earthquakes through web plastic shear distortion while the rest of the structural elements are in elastic range. Under strong earthquakes, plastic deformation of VLB will be halted via restraining it by Stopper Device (SD) and further imposed displacement subsequently causes yielding of the knee elements located at the bottom of chevron bracing to significantly increase the energy dissipation capacity level. In this paper first by studying the knee yielding mode, a suitable shape and angle for diagonal-knee bracing is proposed. Then finite elements models are developed. Monotonic and cyclic analyses have been conducted to compare dissipation capacities on three individual models of passive systems (CK-VLB, knee braced system and SPS system) by General-purpose finite element program ABAQUS in which a bilinear kinematic hardening model is incorporated to trace the material nonlinearity. Also quasi-static cyclic loading based on the guidelines presented in ATC-24 has been imposed to different models of CK-VLB with changing of vertical link beam section in order to find prime effectiveness on structural frames. Results show that CK-VLB system exhibits stable behavior and is capable of dissipating a significant amount of energy in two separate levels of lateral forces due to different probable earthquakes.

• Journal of the Institute of Electronics Engineers of Korea SP
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• v.40 no.5
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• pp.312-321
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• 2003

In this paper, we implement robot which are ability to recognize obstacles and moving automatically to destination. we present two results in this paper; hardware implementation of image processing board and software implementation of visual feedback algorithm for a self-controlled robot. In the first part, the mobile robot depends on commands from a control board which is doing image processing part. We have studied the self controlled mobile robot system equipped with a CCD camera for a long time. This robot system consists of a image processing board implemented with DSPs, a stepping motor, a CCD camera. We will propose an algorithm in which commands are delivered for the robot to move in the planned path. The distance that the robot is supposed to move is calculated on the basis of the absolute coordinate and the coordinate of the target spot. And the image signal acquired by the CCD camera mounted on the robot is captured at every sampling time in order for the robot to automatically avoid the obstacle and finally to reach the destination. The image processing board consists of DSP (TMS320VC33), ADV611, SAA7111, ADV7l76A, CPLD(EPM7256ATC144), and SRAM memories. In the second part, the visual feedback control has two types of vision algorithms: obstacle avoidance and path planning. The first algorithm is cell, part of the image divided by blob analysis. We will do image preprocessing to improve the input image. This image preprocessing consists of filtering, edge detection, NOR converting, and threshold-ing. This major image processing includes labeling, segmentation, and pixel density calculation. In the second algorithm, after an image frame went through preprocessing (edge detection, converting, thresholding), the histogram is measured vertically (the y-axis direction). Then, the binary histogram of the image shows waveforms with only black and white variations. Here we use the fact that since obstacles appear as sectional diagrams as if they were walls, there is no variation in the histogram. The intensities of the line histogram are measured as vertically at intervals of 20 pixels. So, we can find uniform and nonuniform regions of the waveforms and define the period of uniform waveforms as an obstacle region. We can see that the algorithm is very useful for the robot to move avoiding obstacles.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.8
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• pp.2983-2988
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• 2010

The train control system used in Gyeongbu-line is classified in ATC, IXL and CTC. Domestic railway signaling systems are being developed by electrification. In these systems the electrification of interlocking reaches 57% and the safety equipments of railway crossings in trackside devices have completed their development into an integrated system. Block systems of all the existing sections have not yet electrified and integrated so that they need a number of complement in terms of construction and maintenance. For ABS currently used in existing domestic lines, and LEU being installed in Gyeongbu and Honam lines, although a train is controlled by the signaling information of the same train in the same location, the system is separately installed so that the same information is separately divided and transmitted at the each distinct system. Therefore, in the conventional ABS and LEU, there are a lot of duplicate installed compartments such as lamp detection and a power supply unit. Hence, we have a lot of problems: for maintenance, a lot of manpower and costs need to be invested and the overall manufacturing costs get higher, as well as the construction costs by duplicate. Therefore, this paper suggest design to develop an integrated electronic Block Control Unit by the integration of the currently used ABS, and communication and electronic technology. We are to monitor and manage the block systems in the corresponding station by integrating. And we are to transmit information together with LEU, which is an ATS wayside transmitter.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.37-81
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• 2015

AirAsia QZ8501 Jet departed from Juanda International Airport in, Surabaya, Indonesia at 05:35 on Dec. 28, 2014 and was scheduled to arrive at Changi International Airport in Singapore at 08:30 the same day. The aircraft, an Airbus A320-200 crashed into the Java Sea on Dec. 28, 2014 carrying 162 passengers and crew off the coast of Indonesia's second largest city Surabaya on its way to Singapore. Indonesia's AirAsia jet carrying 162 people lost contact with ground control on Dec. 28, 2014. The aircraft's debris was found about 66 miles from the plane's last detected position. The 155 passengers and seven crew members aboard Flight QZ 8501, which vanished from radar 42 minutes after having departed Indonesia's second largest city of Surabaya bound for Singapore early Dec. 28, 2014. AirAsia QZ8501 had on board 137 adult passengers, 17 children and one infant, along with two pilots and five crew members in the aircraft, a majority of them Indonesian nationals. On board Flight QZ8501 were 155 Indonesian, three South Koreans, and one person each from Singapore, Malaysia and the UK. The Malaysia Airlines Flight 370 departed from Kuala Lumpur International Airport on March 8, 2014 at 00:41 local time and was scheduled to land at Beijing's Capital International Airport at 06:30 local time. Malaysia Airlines also marketed as China Southern Airlines Flight 748 (CZ748) through a code-share agreement, was a scheduled international passenger flight that disappeared on 8 March 2014 en route from Kuala Lumpur International Airport to Beijing's Capital International Airport (a distance of 2,743 miles: 4,414 km). The aircraft, a Boeing 777-200ER, last made contact with air traffic control less than an hour after takeoff. Operated by Malaysia Airlines (MAS), the aircraft carried 12 crew members and 227 passengers from 15 nations. There were 227 passengers, including 153 Chinese and 38 Malaysians, according to records. Nearly two-thirds of the passengers on Flight 370 were from China. On April 5, 2014 what could be the wreckage of the ill-fated Malaysia Airlines was found. What appeared to be the remnants of flight MH370 have been spotted drifting in a remote section of the Indian Ocean. Compensation for loss of life is vastly different between US. passengers and non-U.S. passengers. "If the claim is brought in the US. court, it's of significantly more value than if it's brought into any other court." Some victims and survivors of the Indonesian and Malaysia airline's air crash case would like to sue the lawsuit to the United States court in order to receive a larger compensation package for damage caused by an accident that occurred in the sea of Java sea and the Indian ocean and rather than taking it to the Indonesian or Malaysian court. Though each victim and survivor of the Indonesian and Malaysia airline's air crash case will receive an unconditional 113,100 Unit of Account (SDR) as an amount of compensation for damage from Indonesia's AirAsia and Malaysia Airlines in accordance with Article 21, 1 (absolute, strict, no-fault liability system) of the 1999 Montreal Convention. But if Indonesia AirAsia airlines and Malaysia Airlines cannot prove as to the following two points without fault based on Article 21, 2 (presumed faulty system) of the 1999 Montreal Convention, AirAsia of Indonesiaand Malaysia Airlines will be burdened the unlimited liability to the each victim and survivor of the Indonesian and Malaysia airline's air crash case such as (1) such damage was not due to the negligence or other wrongful act or omission of the air carrier or its servants or agents, or (2) such damage was solely due to the negligence or other wrongful act or omission of a third party. In this researcher's view for the aforementioned reasons, and under the laws of China, Indonesia, Malaysia and Korea the Chinese, Indonesian, Malaysia and Korean, some victims and survivors of the crash of the two flights are entitled to receive possibly from more than 113,100 SDR to 5 million US$ from the two airlines or from the Aviation Insurance Company based on decision of the American court. It could also be argued that it is reasonable and necessary to revise the clause referring to bodily injury to a clause mentioning personal injury based on Article 17 of the 1999 Montreal Convention so as to be included the mental injury and condolence in the near future.