• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.2
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• pp.146-156
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• 2012

In-flight icing remains as one of the most persistent hazards for aircraft operations. The effect of icing on aircraft performance and safety has to be evaluated during the development and airworthiness certification process. The scaling method is a procedure to determine the scaled test conditions in icing wind tunnels in order to produce the same result as when the reference model is exposed to the desired cloud conditions. In this study, a scaling program is developed to provide an easy-to-use tool to the aero-icing community. The Olsen and Ruff 4th methods are employed for this purpose and the velocity is calculated by matching the dimensionless Weber number. To validate the program, the results are compared with the NASA scaling results. The scaling examples based on FAR (Federal Aviation Regulation) Part 25 Appendix C are also presented. Finally, a validation study using a state-of-the-art icing simulation code FENSAP-ICE is presented.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.40 no.5
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• pp.439-445
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• 2012

The COMS(Communication, Ocean, and Meteorological Satellite) is subjected to shock loads when the stage or fairing of a launch vehicle is separated and the satellite is separated from the launch vehicle during the launch vehicle flight. And, after the satellite is separated from the launcher, the COMS is subjected to shock loads when the solar array is deployed, Ka-Band communication antenna is deployed, and meteorological imager radiator cover is released. In order to validate the satellite safety against these shock loads on ground, shock tests were performed. In this paper, the shock tests performed in the course of the COMS development are described, and the method to assess the test result is presented with an example of Geostationary Ocean Color Imager(GOCI). In Ariane-5 launch vehicle, the clampband release shock for satellite separation is lower than the fairing or stage separation. In this paper, the extrapolation method to take into account the maximum shock load from the launch vehicle by using the satellite separation shock test result is also introduced.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.39 no.11
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• pp.1052-1059
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• 2011

It is conducted that power characteristic variation simulation of electric propulsion system that uses fuel cells, solar cells and a battery as power sources. Combining each power source, 400W electric propulsion system have been modeled and verified. In result, without active control logic, it is confirmed that battery's power response is faster than other power sources at starting and transient condition, fuel cell and solar cell are a major electrical power during cruise condition. After completing flight, SOC is 24.2% at the winter solstice and is 93% at the summer solstice, It is revealed that active power control for sustaining proper SOC is necessary as a securing the system safety and effective power distribution.

• Journal of Advanced Navigation Technology
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• v.19 no.2
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• pp.98-102
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• 2015

In this paper are This paper is about the efficient use operational management plan for the metropolitan public Jamsil heliport. First, understand the general operations and facilities to Jamsil heliport and raised the issue for them. And, in cases such as urban offshore heliport Jamsil heliport in New York and Texas (USA), for example, which was presented for comparative analysis and Jamsil heliport in London (UK). Operations, research is seen against a facility to install and manage a couple of airfield operations based on the subject by presenting the alternatives, thereby causing the principal operating facilities, infrastructure and security facilities even suggest ways to enhance the standards. Unlike other countries, Jamsil heliport location characteristics were excluded from the study on the safety aspects related to flight operations and for this I'm a military airport facilities coexist in the neighborhood.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.227-260
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• 2018

Recently, as the use of drones increases, the risk of drone accidents and third-party property damage is also increasing. In Korea, due to the recent increase in drone use, accidents have been frequently reported in the media. The number of reports from citizens, and military and police calls regarding illegal or inappropriate drone use has also been increasing. Drone operators may be responsible for paying damages to third parties due to drone accidents, and are liable for paying settlements due to illegal video recording. Therefore, it is necessary to study the idea of providing drone insurance, which can mitigate the liability and risk caused by drone accidents. In the US, comprehensive housing insurance covers damages caused by recreational drones around the property. In the UK, when a drone accident occurs, the drone owner or operator bears strict liability. Also, in the UK, drone insurance joining obligation depends on the weight of the drones and their intended use. In Germany, in the event of personal or material damage, drone owner bears strict liability as long as their drone is registered as an aircraft. Germany also requires by law that all drone owners carry liability insurance. In Korea, insurance is required only for "ultra-light aircraft use businesses, airplane rental companies and leisure sports businesses," where the aircraft is "paid for according to the demand of others." Therefore, it can be difficult to file claims for third party damages caused by unmanned aerial vehicles in personal use. Foreign insurance companies are selling drone insurance that covers a variety of damages that can occur during drone accidents. Some insurance companies in Korea also have developed and sell drone insurance. However, the premiums are very high. In addition, drone insurance that addresses specific problems related to drone accidents is also lacking. In order for drone insurance to be viable, it is first necessary to reduce the insurance premiums or rates. In order to trim the excess cost of drone insurance premiums, drone flight data should be accessible to the insurance company, possibly provided by the drone pilot project. Finally, in order to facilitate claims by third parties, it is necessary to study how to establish specific policy language that addresses drone weight, location, and flight frequency.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.61-114
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• 2018

Recently airspace became a hot issue considering today's international relations. However, there was no data that could be fully explained about a legal system of korean airspace, so I looked at law and practice about korean airspace together. The nation's aviation law sector is comletely separate from those related to civil and military aircraft, at least in legal terms. The Minister of Land, Infrastructure and Transport shall carry out his/her duties with various authority granted by the "Aviation Safety Act". The nation's aviation-related content is being regulated too much by the Ministry of Land, Infrastructure and Transport's notice or regulation, and there are many things that are not well known about which clauses of the upper law are associated with. The notice should be clearly described only in detail on delegated matters. As for the airspace system, the airspace system is too complex for the public to understand, and there seems to be a gap between law and practice. Therefore, I think it would be good to reestablish a simple and practical airspace system. Airspace and aviation related tasks in the military need to be clearly understood by distinguishing between those entrusted by the Minister of Land, Infrastructure and Transport and those inherent in the military. Regarding matters entrusted by the Minister of Land, Infrastructure and Transpor, it is necessary to work closely with the Minister of Land, Infrastructure and Transport when preparing related work guidelines, and to clarify who should prepare the guidelines. Regarding airspace control as a military operation, policies or guidelines that are faithful to military doctrine on airspace control are needed.

• Journal of Korean Society of Transportation
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• v.23 no.6 s.84
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• pp.41-53
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• 2005

The effective utilization of an airport is considerably influenced by natural features and man-made structures inside and outside its boundary. These obstacles affect the airspace available for approaches and departures and the weather minima which dictates the necessary weather conditions for aircraft to be allowed to take-off or land. Certain areas of the airspace near airports must be regarded as the integral parts of the airport system. The availability of the required airspace is as important as are the runway and their associated strips to the safe and efficient use of the airport. For these reasons, ICAO and the member states have established the standards regarding the obstacle limitation surfaces and regulated the construction of the man-made structures in and beyond the surfaces. Existing objects that extend above a obstacle limitation surfaces should as for as practicable be removed except when, in the opinion of the appropriate authority, an objects is shielded an existing immovable objects, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes. However, Korea's aviation law does not specified the outer horizontal surface in the obstacle limitation surfaces, while ICAO and most member states do. The absence of the outer horizontal surface regulation has created legal disputes between regulating agencies and private parties. The case study in this paper found that a skyscraper planned beyond Korea's obstacle limitation surfaces does affect the flight safety and the efficient use of an airport. Therefore, in areas beyond the obstacle limitation surfaces. those objects which extend to a height of 150m or more above ground elevation should be regarded as obstacle, unless a special aeronautical study indicates that they do not constitute a hazard to airplanes. We proposed low alternative regulatory schemes for resolving the issues raised in this paper, and we recommended to adopt ICAO's standards and recommended practices.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.10
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• pp.459-467
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• 2019

The landing gear is a component that requires a high degree of safety to protect the lives of rotary-wing aircraft and boarding personnel, absorbing the impact on transfer/landing and supporting the fuselage during taxiing and mooring on the ground. In particular, the wheel landing gear supporting the aircraft fuselage absorbs most of the shock from the ground through the shock absorber and tires. This ensures the safety of the pilot on board the aircraft and satisfies the operational capability of the soldiers between missions. During the operation of a rotary-wing aircraft, a number of piston pins, which are a component of the right main wheel landing gear, were found to be broken. Therefore, this study examined the root cause of the piston pin crack phenomenon found in the main wheel landing gear. For this purpose, various causes were identified from fracture surface analysis of a flight test. In particular, the possibility of cracking was analyzed based on the influence on the fastening torque with the drag beam component applied to the piston pin at the time of development. This ensures the fatigue life and structural integrity.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.9
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• pp.92-100
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• 2017

The Helicopter MRA Control Rod System has the important function of controlling the speed, height, and direction of helicoptersby adjusting the main rotor disc. However, the ingress of water into the inner control rod can cause ice damage in the rod during winter operation and also corrosion;these defects need to be rectified. The water flowed into the control rod through the upper side space, and the rod was cracked during icing expansion occurring at low temperature. The corrosion occurred due to the lack of coating process during the manufacturing process. To resolve these problems, the upper rod was sealed to prevent water inflow and a coating process was added to prevent corrosion. These solutions were verified by awaterproof test and a salt fog test. The phenomena, causes and measures were reviewed and the methods of improvement were established and proven. This proposed technology to prevent water infiltration and corrosion will contribute to the safety of rotary wing aircraft.

• 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.