• Journal of Microbiology and Biotechnology
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• v.17 no.6
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• pp.928-933
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• 2007

Cameleon is a genetically engineered $Ca^{2+}$ sensing molecule consisting of two variants of the green fluorescent protein (GFP), calmodulin and calmodulin-binding protein, M13. HEK-293 cells stably expressing three types of cameleons, yellow cameleon-2, cameleon-3er, and cameleon-2nu, were constructed, and the expression and localization of these cameleons were confirmed by fluorescent imaging. Among the cameleons, the yellow cameleon-2 was selected for analyzing the change in $Ca^{2+}$ induced by the olfactory receptor-mediated signal transduction, because it is localized in the cytosol and binds to cytosolic $Ca^{2+}$ ions. Cells stably expressing yellow cameleon-2 were transfected with each of the test olfactory receptor genes, odr-10 and 17, and the expression of the olfactory receptor genes were examined using immunocytochenmical methods and RT-PCR. Stimulating each olfactory receptor with its specific odorant caused an increase in the intracellular $Ca^{2+}$ level, which was measured using yellow cameleon-2. These results demonstrate that yellow cameleon-2 can be conveniently used to examine the function of the olfactory receptors expressed in heterologous cells.

• Textile Coloration and Finishing
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• v.35 no.4
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• pp.246-255
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• 2023

In this study, we investigated for natural rubber foam to replace petrochemical-based neoprene foam. Experiments were conducted on vulcanization system and 2-step foaming process of natural rubber. The vulcanization system were EV(Efficient Vulcanization Cure), Semi-EV(Semi-Efficient Vulcanization Cure) and CV(Conventional Vulcanization Cure). In the 2-step foaming process, first molding temperature was 140℃, times were 15, 20, 25, and 30minutes, and the second molding temperature was 160℃, the times 5, 10, 15, and 20minutes. The cure and viscosity characterization were evaluated by oscillating disc rheometer (ODR) and mooney viscosmeter. Various mechanical characteristics, including hardness, tensile strength, elongation at the point of rupture, and tear strength, were quantified. Subsequently, an assessment of alterations in these mechanical attributes was conducted post-immersion in a NaCl solution. In addition degree of volume change was measured after immersing the NR foam in NaCl solution and the low-temperature permanent compression set was evaluated at 4℃. And expansion ratio and shrinkage ratio of NR foam were evaluated for 28 days. As a result the EV vulcanization system showed the least change in physical properties before and after salt water immersion, and the lowest shrinkage ratio for 28 days. In addition it was confirmed that the 2-step foaming optimum condition differed depending on the appropriate vulcanization condition.

• Elastomers and Composites
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• v.20 no.3
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• pp.189-204
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• 1985

The purpose of this study is to examine the dynamic properties, especially the damping and fatigue properites, of NR vulcanizates and to find out the vulcanizate which can be used as damping materials in industry. The results of this study can be summarized as follows: 1. In the ODR test, the S-2 vulcanizate was the fastest one in terms of having reached to optimum cure times($t_{90}$) and, with the same formula, when 50phr of HAF carbon black loaded, the shortest optimum cure times has shown. 2. The S - 2 vulcanizate was the best than the others in the physical properties. In aging properties, however, the E - 1 vulcanizate appeared to be better than the other vulcanizates. 3. The results of the RDS test for the NR vulcanization system under the condition of 0.1% strain amplitude and 1 Hz frequency showed no connection between Tg and the the nature of the crosslinking system, but 50phr loading of HAF carbon black increased Tg. The damping values of vulcanizates in the elastic region showed a strong relations the damping values and the crosslinking system. The S - 2 vulcanizate with higher crosslink density had lower damping values than other vulcanizates, and furthermore, the SH - 2 vulcanizates with 50phr loading of HAF carbon black increased the damping values. 4. The Goodrich Flexometer test showed that the heat buildup for the gum NR vulcanizates was less than for those which contained 50phr of HAF carbon black. In particular, the fatigue life of the vulcanizate with lower damping values appeared to be longer than that of the vulcanizates with higher damping values. In the fatigue test, the increasment of the loading or the temperature, applied to the vulcanizates, appeared to be shorten their fatigue life.

• Journal of Arbitration Studies
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• v.26 no.2
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• pp.27-44
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• 2016

The use of program formats has slowly but surely developed into an important component of the television industry. This article examines the surprising gap between the constantly growing, multi-billion-dollar trade of program formats and their unclear and contradictory legal treatment. From both the social and commercial standpoints, television formats are valuable creations. Understanding the two products, the paper and program stages, of a television format and their respective markets, is fundamental to discussions of its legal protection. Interestingly, under current law, the less-developed stages of the process (program ideas and paper formats) are awarded more protection than the aired program format, which accumulates higher levels of investment, creativity, and expression. Internal industry mechanisms, such as vertical integration, damage to reputation, and industry institutions, exist in both markets and are still able to control and influence members' behavior to some extent. However, while the influence of internal industry mechanisms is still strong in the paper format market, in the program format market, which continues to grow, such mechanisms have weakened, amplifying the importance of a clear legal system. The absence of protection will certainly not completely eliminate the production of new program formats. However, these factors do not add up to a case against protection. The changes in the program format market in the last two decades support the theory that the overall effect of providing legal protection for TV formats would promote beneficial competition and encourage more original creations. The underlying question for television formats should not be whether to protect but rather how.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.403-425
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• 2015

The Chicago Convention and Annexes have become the basis of aviation safety regulations for every contracting state. Generally, the State's aviation safety regulations refer to the Standards and Recommended Practices(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. This Paper is intended to identify the main differences between korean and foreign regulation and suggest a few amendment proposals on Mixed-fleet Flying(at or more two aircraft type operation) of flight crew. Comparing with these regulations, the korean regulations and implementations have some insufficiency points. I suggest some amendment proposals of korean regulations concerning Mixed-fleet Flying that flight crew operate aircraft of different types. Basically an operator shall not assign a pilot-in-command or a co-pilot to operate at the flight controls of a type of airplane during take-off and landing unless that pilot has operated the flight controls during at least three take-offs and landings within the preceding 90 days on the same type of airplane or in a flight simulator. Also, flight crew members are familiarized with the significant differences in equipment and/or procedures between concurrently operated types. An operator shall ensure that piloting technique and the ability to execute emergency procedures is checked in such a way as to demonstrate the pilot's competence on each type or variant of a type of airplane. Proficiency check shall be performed periodically. When an operator schedules flight crew on different types of airplanes with similar characteristics in terms of operating procedures, systems and handling, the State shall decide the requirements for each type of airplane can be combined. In conclusion, it is necessary for flight crew members to remain concurrently qualified to operate multiple types. The operator shall have a program to include, as a minimum, required differences training between types and qualification to maintain currency on each type. If the Operator utilizes flight crew members to concurrently operate aircraft of different types, the operator shall have qualification processes approved or accepted by the State. If applicable, the qualification curriculum as defined in the operator's Advanced Qualification Program could be applied. Flight crew members are familiarized with the significant differences in equipment and/or procedures between concurrently operated types. The difference among different types of airpcrafts decrease and standards for these airpcrafts can be applied increasingly because function and performance have been improved by aircraft manufacture company in accordance to basic aircraft system in terms of developing new aircrafts for flight standard procedure and safety of flight. Also, it becomes more necessary for flight crews to control multi aircraft types due to various aviation business and activation of leisure business. Nevertheless, in terms of flight crew training and qualification program, there are no regulations in Korea to be applied to new aircraft types differently in accordance with different levels. In addition, it has no choice different programs based on different levels because there are not provisions to restrict or limit and specific standards to operate at or more than two aircraft types for flight safety. Therefore the aviation authority introduce Flight Standardization and/or Operational Evaluation Board in order to analysis differences among aircraft types. In addition to that, the aviation authority should also improve standard flight evaluation and qualification system among different aircraft types for flight crews to apply reasonable training and qualification efficiently. For all the issue mentioned above, I have studied the ICAO SARPs and some state's regulation concerning operating aircraft of different types(Mixed-fleet flying), and suggested some proposals on the different aircraft type operation 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.