• Korean Journal of Applied Biomechanics
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• v.31 no.2
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• pp.126-132
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• 2021

Objective: The purpose of this study was to investigate how three gaze directions (bottom, normal, up) affects the coordination and stability of the lower limb during drop landing. Method: 20 female adults (age: 21.1±1.1 yrs, height: 165.7±6.2 cm, weight: 59.4±5.9 kg) participated in this study. Participants performed single-leg drop landing task on a 30 cm height and 20 cm horizontal distance away from the force plate. Kinetic and kinematic data were obtained using 8 motion capture cameras and 1 force plates and leg stiffness, loading rate, DPSI were calculated. All statistical analyses were computed by using SPSS 25.0 program. One-way repeated ANOVA was used to compared the differences between the variables in the direction of gaze. To locate the differences, Bonferroni post hoc was applied if significance was observed. Results: The hip flexion angle and ankle plantar flexion angle were significantly smaller when the gaze direction was up. In the kinetic variables, when the gaze direction was up, the loading rate and DPSI were significantly higher than those of other gaze directions. Conclusion: Our results indicated that decreased hip and ankle flexion angles, increased loading rate and DPSI when the gaze direction was up. This suggests that the difference in visual information can increase the risk of injury to the lower limb during landing.

• Korean Journal of Applied Biomechanics
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• v.20 no.1
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• pp.67-73
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• 2010

The purpose of this study was to compare the differences in kinematic and kinetic parameters of the ankle and knee joint according to three landing direction(central, left, right). Fifteen collegiate male athletes(age: $22.7{\pm}3.5$ years, height: $174.9{\pm}7.1\;cm$, weight: $69.4{\pm}6.7\;kg$) with the right leg as dominant were chosen. The subjects performed series of drop landings in three directions. In terms of the three different landing directions, plantar flexion was the greatest during the central drop landings. For each initial contact of the landing direction, plantar flexion of the ankle was greatest at the central drop landing, inversion of the ankle was greatest at the right landing and valgus of the knee was greatest at the left drop landing. Regarding the peak force, the greatest was at the 1st peak force during the central drop landing. For the time-span of the 2nd peak force and the 2-1 peak force, both right sides resulted as the greatest. Therefore, with the appropriate training in landing techniques and developing neuromuscular training for proprioception by taking the injury mechanisms on ankle and knee during drop landings into account, it will assist in preventing such injuries.

• Korean Journal of Applied Biomechanics
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• v.26 no.4
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• pp.433-441
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• 2016

Objective: The purpose of this study was to understand the injury mechanism and to provide quantitative data to use in prevention or posture correction training by conducting kinematic and kinetic analyses of risk factors of lower extremity joint injury depending on the change of direction at different angles after a landing motion. Method: This study included 11 men in their twenties (age: $24.6{\pm}1.7years$, height: $176.6{\pm}4.4cm$, weight: $71.3{\pm}8.0kg$) who were right-leg dominant. By using seven infrared cameras (Oqus 300, Qualisys, Sweden), one force platform (AMTI, USA), and an accelerometer (Noraxon, USA), single-leg drop landing was performed at a height of 30 cm. The joint range of motion (ROM) of the lower extremity, peak joint moment, peak joint power, peak vertical ground reaction force (GRF), and peak vertical acceleration were measured. For statistical analysis, one-way repeated-measures analysis of variance was conducted at a significance level of ${\alpha}$ <.05. Results: Ankle and knee joint ROM in the sagittal plane significantly differed, respectively (F = 3.145, p = .024; F = 14.183, p = .000), depending on the change of direction. However, no significant differences were observed in the ROM of ankle and knee joint in the transverse plane. Significant differences in peak joint moment were also observed but no statistically significant differences were found in negative joint power between the conditions. Peak vertical GRF was high in landing (LAD) and after landing, left $45^{\circ}$ cutting (LLC), with a significant difference (F = 9.363, p = .000). The peak vertical acceleration was relatively high in LAD and LLC compared with other conditions, but the difference was not significant. Conclusion: We conclude that moving in the left direction may expose athletes to greater injury risk in terms of joint kinetics than moving in the right direction. However, further investigation of joint injury mechanisms in sports would be required to confirm these findings.

• Journal of the Society of Naval Architects of Korea
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• v.49 no.2
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• pp.164-173
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• 2012

Landing ship tank with well dock has the important mission transferring troops or landing equipments from sea to shore. Such transfers are usually carried out using landing crafts, which are loaded or unloaded in flooded well dock. In this situation, as relative motions are occur between well dock and landing craft, safety verifications are demanded. In this paper, seakeeping and safety performances are investigated through model test. First of all, well dock dimensions are reviewed and model tests are performed with sea state 3&4 in 180degree wave direction. Model tests are conducted for three relative positions and seakeeping performances are investigated each position.

• Proceedings of the Korea Society for Simulation Conference
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• 2003.06a
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• pp.3-8
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• 2003

A Simulation S/W is developed to evaluate performances of MLS (Microwave Landing System) and IBLS(Integrated Beacon Landing System) in precision auto-landing. For this study classical PID and optimal LQG controllers are developed as well as mathematical models of MLS and IBLS. Ship-landing condition is also considered by assuming sinusoidal movement of the ship in the pitch direction. The simulated aircraft is F-16 in the study of precision auto-landing. For the integrated simulation environment GUI windows are designed for input of parameter values necessary for simulation, such as vehicle performance and environmental data. For validation and verification of models various comparison graphs of simulation outputs are comprised in the GUI design as well as 3D visual simulation of vehicle dynamics.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2008.11a
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• pp.734-735
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• 2008

Shock absorber for rotorcraft landing gear should absorb landing impact during landing and isolate vibration to fuselage during taxiing. Double stage oleo-pneumatic shock absorber is known to have better performances than single stage oleo-pneumatic shock absorber. This paper deals with the z-direction translational acceleration at mass center, roil and pitch angular acceleration of fuselage for single and double stage oleo-pneumatic shock absorber at nose landing gear when a 6DOF rigid model is taxiing on the pound.

• 제어로봇시스템학회:학술대회논문집
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• 2005.06a
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• pp.1928-1933
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• 2005

This Paper is about landing control of legged robot. Body stiffness and damping is used as landing strategy of a legged robot. First, we only used stiffness control method to control legged robot landing. Second control method,sliding mode controller and feedback linearization controller is applied to enhance position control performance. Through these control algorithm, body center of gravity behaves like mass with spring & damping in vertical direction on contact regime.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.3
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• pp.207-212
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• 2010

This paper presents a spiral descending path and a landing guidance law for net-recovery of a fixed-wing unmanned aerial vehicle. The net-recovery landing flight is divided into two phases. In the first phase, a spiral descending path is designed from an arbitrary initial position to a final approaching waypoint toward the recovery net. The flight path angle is controlled to be aligned to the approaching direction at the end of the spiral descent. In the second phase, the aircraft is guided from the approaching waypoint to the recovery net using a pseudo pursuit landing guidance law. Six degree-of-freedom simulation is performed to verify the performance of the proposed landing guidance law.

• Korean Journal of Applied Biomechanics
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• v.14 no.1
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• pp.1-12
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• 2004

The purpose of this study is to provide training materials for practical use by investigating the kinematical variables of the successful landing by the type of the salto backward such as Tuck, Pike. For this study, the subjects are 4 male national gymnasts using 3-dimensional cinematographic method. Based on the results of this study, the conclusions are drawn as follows. 1. In flight phase, Tuck and Pike show fast extension after completing minimum angle of hip joint passing through the peak. It is very important factor to control body with gaining time before landing while decreasing the velocity of flight rotaion. 2. In Landing phase, the angles of each joint for successful landing are shown as $92deg{\sim}100deg$ for knee angle, $52deg{\sim}57deg$ for hip angle, and $56deg{\sim}70deg$ for shoulder angle. 3. Tuck and Pike dramatically decrease the height of COG, and horizontal/vertical velocity of COG from TD to LD. Also, it is shown that the knee angle, the hip angle and the shoulder angle decrease drastically. On the other hand, the angular velocity of trunk rotation shows negative direction and due to this, the angle of trunk rotation is shown as re-flexion.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.20 no.1
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• pp.94-102
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• 2012

The aim of this paper is to research the change in the turbulent flow and the AOA occurred by $60^{\circ}$ crosswind to the direction of runway through the three-dimensional numerical analysis and to predict the take-off and landing flight stability. As a result, the maximum amplitude of AOA variation on runway reached $4.88^{\circ}$ within 7 second because of the wake formed by the constructions in the vicinity of the airport, and the overall effects appeared as an irregular aperiodic forms. Additionally, it was observed that the layout and shape of the buildings effected on the strength of turbulence directly, and the rapid flow generated between the buildings changed into stronger wake and eventually expected that the flow raises serious take-off and landing flight instability.