• Current Industrial and Technological Trends in Aerospace
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• v.6 no.2
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• pp.154-160
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• 2008

There are typically two categories of Flight Test Programs- commercial and military. Commercial flight testing is conducted to certify that aircraft meets all applicable safety and performance requirements of government certifying agency. Military programs differs from commercial in that the government contract with the aircraft manufacturer to design and build an aircraft to meet specific mission capabilities. The final phase of military aircraft flight test is the Operational Test(OT). OT is conducted by a government-only test team with the dictate to certify that the aircraft is suitable and effective to carry out the intended mission. This paper presents the current trends of military aircraft airworthiness certification using civil aircraft certification practices.

• Journal of the military operations research society of Korea
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• v.30 no.2
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• pp.108-121
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• 2004

This paper deals with a procedure of changing the current inspection & replacement periods for ROKAF aircraft parts. ROKAF is mostly operating aircraft of foreign makes, and takes maintenance actions according to Technical Orders(TO.) published by foreign aircraft manufacturers. Therefore ROKAF inspects and replaces specific parts at the time noticed from T.O.. These inspection and replacement periods are determined by manufacturers according to the standard operating environment and parts' durability. But the standard operating environment Is different from operator's environment. Because of this difference, the inspection and replacement periods have to be changed according to operators' operation environment. It is resonable that the manufacturer, having design materials and life test data of parts, changes those periods together with materials of operators' operation environment. But we have many difficulties in obtaining the design materials and life test data. Then this paper proposes a procedure of changing the periods of aircraft's parts with life data obtained during operating aircraft. For the reliability analysis, a software of RELEST (Reliability Estimation Version 1.0) is used.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.139-175
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• 2017

The Assembly plenary session on December 3, 2017 passed a Product Liability Amendment bill that introduced clauses concerning consumer burden of proof and punitive damage reimbursement. More specifically, these newly approved provisions will reduce the burden of proof placed on consumers and levy triple punitive damage on suppliers. Significant increases in the number of product-liability lawsuit and the number of related insurance contracts are expected. Since military aircraft are designed for operational purpose(seeking greater combat effectiveness over greater safety) and used in high-risk environment, it is practically impossible to obtain an affordable product-liability insurance, Without having any backup plan, military aircraft manufacturers directly face all sort of liability risks under Product Liability Act, Warrant Liability Act and Non-Performance of Contract Act. The U.S. experienced similar problems when they first implemented their product-liability law in 1970s. There had been a big dispute among legal practitioner, insurance professionals and scholars concerning military aircraft manufacturer's liability. In order to settle the issue, the U.S. Supreme Court has established a new precedent of Government Contractor Defense(GCD). The U.S. government also included an indemnity clause for military aircraft manufacturers in their FMS Contract with the Korean government. Likewise, Korean military aircraft manufacturers should 1) clearly understand their current position that they cannot afford expensive product-liability insurance and the cost is not accounted in the military procurement calculation, 2) estimate potential liability risks with the ongoing overseas export expansion in mind, 3) set up appropriate risk management measures through regulatory reform and policy development.

• Journal of Aerospace System Engineering
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• v.5 no.1
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• pp.17-23
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• 2011

Since the time, cost and lack of regulatory information and guidance, one of the largest regulatory obstacles for an airframe manufacturer of polymer based advanced composite materials in certified aircraft applications, is to generate design allowables that will satisfy Airworthiness Regulations. In the past two decades, the design allowables used in military aircraft had been generated and applied in Korea, however the qualification of composite materials used in certifying airframe structure was not accomplished for design and demonstration of compliance to applicable airworthiness regulation. It is the intend of this paper that provide the basis of composite material qualification for small aircraft certification to the airworthiness regulation.

• Journal of Advanced Navigation Technology
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• v.21 no.3
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• pp.230-242
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• 2017

A significant rise in product-liability cost is expected due to the newly passed product liability amendment Bill approved during the assembly plenary session on March 30, 2017. Korean government legal service(KGLS) filed a damage suit against Korea aerospace industries, Ltd.(KAI) and Hanwha Techwin Co., Ltd., the manufactures of the KUH-1 Surion helicopter crashed. KGLS alleged claims under the product liability Act, the warrant liability Act and the non-performance of contract act. The accountability limits of military aircraft manufacturers was a highly divisive issue among related scholars and legal practitioners. The bottom line was that military aircraft manufacturers had no product-liability insurance available. The United States courts have, therefore, developed the government contractor defense(GCD) and it was recognized by the U.S. Supreme Court in Boyle v. United Technologies corporation(1988). product liability insurances for military aircraft manufacturers are excessively expensive and it cannot be added onto the military procurement cost accounting. However, having an aircraft accident without one can be ruinously expensive. Therefore, the manufacturers should promptly set up appropriate risk management measures. This thesis will first review the advance GCD theory, and then find a way to either reform government contract related regulations.

• Elastomers and Composites
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• v.49 no.4
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• pp.305-312
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• 2014

Most of military supersonic aircraft use an afterburner. It plays an important role in performing unusual duties for supersonic flight, takeoff, and combat situations. Recently, repetitive fuel leakage from the inner piston packing rubber of afterburner fuel pump in an aircraft J85-GE-21 turbojet engine has happened. These failures have only happened in one manufacturer's parts of two manufacturers. Thus, the cause of these failures was investigated through the comparative analysis for both the failed and the unfailed with two different manufacturers using various analysis methods. The failure analysis was performed using analysis methods such as swelling or swelling ratio, total sulfur content, polymer identification, loading and surface area of carbon black, and hardness. Consequently, the main cause of this failure was identified to be insufficient loading of carbon black as a reinforcing agent, together with small surface area of carbon black and somewhat low sulfur content.