• The Journal of the Korea Contents Association
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• v.12 no.9
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• pp.348-356
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• 2012

This study is identifying early takeoff phenomenon in relational network like SNS and investigates influence of innovator or hub at early takeoff and diffusion size at takeoff point. The major finding of this study are as follows. First, multinominal-logit analysis conducted to explore the impact of innovator and hub at early stage of information diffusion and early takeoff. Hub in early stage of information diffusion impact early takeoff. Second, our study shows that innovator and hub at early stage of information diffusion impact diffusion size at takeoff point. Third, hub is more impact early takeoff and diffusion size at takeoff point then innovator. This study provides implication for professionals by confirming hub's influence in study of successful information diffusion by early takeoff. The limitation and future direction are discussed.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2015.05a
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• pp.217-218
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• 2015

There are various standards and manuals on the quantity takeoff for construction estimation. However, a lot of time and money has been spent on retraining because of difference between practice and education. Therefore, the main purpose of this paper is to suggest improvement to analyze problems and limitations of the existing educational content for quantity takeoff. In order to achieve research objective, comparative analysis for quantity takeoff contents is carried out. This study will be extended to assist in effective quantity takeoff in building projects by supplementing the existing issues with quantity takeoff contents and developing a BIM-based quantity takeoff multimedia contents that use diverse media to increase the understanding on the subject for a non-professional.

• Korean Journal of Applied Biomechanics
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• v.15 no.3
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• pp.133-142
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• 2005

The purpose of this study was to compare of the kinematic variables from takeoff preparation to takeoff used by long jumpers who recorded over 8meters in 2002 Busan Asian Game and 2003 Daegu Universiade and 2001 national championship. The kinematic characteristics from the last three stride to takeoff at the takeoff board were analyzed such as velocities, heights and angles. The conclusion were as follows; In order to record over 8meters the national long jumpers should have under 5cm height variation at the penultimate stride of the run-up. In the approach phase the horizontal velocity of the jumpers should reach to 10m/s in touchdown at takeoff board The vertical velocity must have 3.75m/s simultaneously in order to record 8meters. The jumpers need to continue talent of the horizontal velocity in touchdown at takeoff board and require jumping power of the takeoff leg at takeoff board The appropriate body variation range ratio between takeoff and touchdown should be 1.2 vs 1 and the trunk angle at touch down on the board should be close to the erect posture for higher body flight.

• Journal of Advanced Navigation Technology
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• v.27 no.5
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• pp.658-665
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• 2023

Take-off weight is a key factor for improving accuracy when estimating an aircraft's carbon emissions and fuel consumption. However, the takeoff weight contains sensitive payload information that can infer the airline's management strategy, making it impossible to leak it outside. Although several models for estimating takeoff weight have been presented in previous studies, the researcher points out that there are limitations of the study caused by variables at the pilot's discretion. In this paper, several variables related to takeoff weight are identified to suggest a way to control these limits. Among them, variables that can improve the accuracy of takeoff weight are selected and an estimation equation is presented by applying them to ADS-B information. The proposed estimation does not estimate the average takeoff weight but has the advantage of being able to estimate all ranges of the takeoff weight.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2008.04a
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• pp.626-629
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• 2008

The present study investigates the effect of the flight patterns of military aircraft for takeoff and approach on noise map. Aircraft noise modeling and simulation have been made on a Korean military airport by INM(Integrated Noise Model). The flight path of a military aircraft is modeled with takeoff, overfly, approach and touch-and-go modes. The present INM simulations are conducted for various cases with change of different takeoff and approach modes. It show that the change of takeoff and approach modes can cause considerable noise effects on the noise influence region around the airport.

• Journal of Advanced Navigation Technology
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• v.12 no.6
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• pp.559-566
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• 2008

In this paper, we propose a voice instruction-based takeoff system for aircraft including unmanned aerial vehicle (UAV). The system consists of voice recognition (VR), flight state checking and instruction (command) execution. Employing VR technology, the proposed takeoff system can provide simplified and more reliable takeoff procedures to pilots. By virtue of the VR-based system it is expected that human errors during takeoff phase can be reduced and further navigation safety can be improved.

• Korean Journal of Applied Biomechanics
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• v.16 no.4
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• pp.115-124
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• 2006

This study was conducted to investigate the running motion in the max-velocity phase(150-160m) and the fatigue phase(350-360m) during 400m sprint by performed elementary school athletes. Eighteen elementary school male athletes who achieved at least the 3rd place in the sprint at the Korea Gangwon-Do elementary school track and field meetings during 2004 and 2005 were selected as subjects. The running motions performed by the subjects were recorded using two 8mm high speed cameras at the nominal speed of 100 frames per second. The Direct Linear Transformation technique was adopted from the beginning of filming to the final stage of data extraction. KWON 3D motion analysis package program was used to compute the 3 Dimensional coordinates, smoothing factor in which lowpass filtering method was used and cutoff frequency was 6.0 Hz. The movement patterns during foot touchdown and takeoff for the running stride were related with the biomechanical consideration. Within the limitations of this study it is concluded: In order to increase running velocity, several conditions must be fullfilled at the instant of leg touchdown and takeoff during the fatigue phase(350-360m). First, the body C.O.G(Center of Gravity) height should be raised at the instant of leg touchdown and takeoff during the fatigue phase. Second, the foot contact time should be shortened and the takeoff distance should be increased at the foot takeoff during the fatigue phase. Third, the shank angular velocity with respect to a transverse axis through the center of gravity should be increased during the leg touchdown and takeoff in the fatigue phase. Forth, the active landing style described as clawing the ground with the sole of the foot should be performed during the leg touchdown and takeoff in the fatigue phase) phase. Fifth, In order to increase running velocity in the fatigue phase while taking a slightly greater leg knee angle and body lean angle within the range of the subject's running motion during the fatigue phase would result in greater flight distance.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.26 no.3
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• pp.40-47
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• 2018

Reducing aircraft speed is the important task in the Rejected Takeoff and/or landing process. It is known that the effect of the Speedbrake is most important factor during the rejected takeoff maneuver in particular near V1 on the critical field length runway. The B747 designer created Automatic Speedbrake Control System to relieve pilot workload, improves brake operation and ensures proper Speedbrake operation for rejected take off. However, those who make the Rejected Takeoff procedure ignored the Automatic function and made it does all manual operations. This lets procedures difficult, complicated, and a cause of confusion and pilot error. This study was conducted to commentary the mechanism and function of the Automatic Speedbrake Control System of B747-8 and to propose appropriate B747-8 Rejected Take off procedures for its function to reduce the workload of pilots and contribute to reduce the possibility of pilot error during Rejected Takeoff.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.15 no.3
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• pp.70-76
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• 2007

The benefits for using reduced takeoff thrust are many, ranging from lower maintenance and operating costs to improved engine and dispatch reliabilities. Some pilots, however, are apprehensive about using reduced thrust. They are particularly reluctant to use the maximum permissible level of reduced thrust. Two common arguments are (1)If reduced thrust is used, then the airplane will not be able to clear the obstacles if an engine fails during takeoff, and (2)If the maximum allowable assumed temperature is used, then there will be no stopping margin left if the takeoff is aborted. There is the notion that using reduced thrust sacrifices safety. The intent of this discussion is to: (1)Show that reduced thrust performance meets all regulatory requirements (2)Show that the Assumed Temperature method includes inherent extra performance margins (3)Show how to maximize performance margins while maximizing thrust reduction.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.10 no.1
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• pp.83-93
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• 2002