• Economic and Environmental Geology
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• v.49 no.4
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• pp.269-280
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• 2016

I presented three vector crustal magnetic anomaly components and six gradients by using spherical Slepian functions over the cap area of $20^{\circ}$ of radius centered on the South Pole. The Swarm mission, launched by European Space Agency(ESA) in November of 2013, was planned to put three satellites into the low-Earth orbits, two in parallel in East-West direction and one in cross-over of the higher altitude. This orbit configuration will make the gradient measurements possible in North-South direction, vertical direction, as well as E-W direction. The gravity satellites, such as GRACE and GOCE, have already implemented their gradient measurements for recovering the accurate gravity of the Earth and its temporal variation due to mass changes on the subsurface. However, the magnetic gradients have little been applied since Swarm launched. A localized magnetic modeling method is useful in taking an account for a region where data availability was limited or of interest was special. In particular, computation to get the localized solutions is much more efficient and it has an advantage of presenting high frequency anomaly features with numbers of solutions fewer than the global ones. Besides, these localized basis functions that were done by a linear transformation of the spherical harmonic functions, are orthogonal so that they can be used for power spectrum analysis by transforming the global spherical harmonic coefficients. I anticipate in scientific and technical progress in the localized modeling with the gradient measurements from Swarm and here will do discussion on the results of the localized solution to represent the three vector and six gradient anomalies over the Antarctic area from the synthetic data derived from a global solution of the spherical harmonics for the crustal magnetic anomalies of Swarm measurements.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.18 no.4
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• pp.570-593
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• 1996

This study was intended to perform the influence of condyle positional change after surgical correction of skeletal Class III malocclusion after BSSRO in 20 patients(males 9, females 11) using computed tomogram that were taken in centric occlusion before, immediate, and long term after surgery and lateral cephalogram that were taken in centric occlusion before, 7 days within the period intermaxillary fixation, 24hour after removing intermaxillary fixation and long term after surgery. 1. Mean intercondylar distance was $84.45{\pm}4.01mm$ and horizontal long axis of condylar angle was $11.89{\pm}5.19^{\circ}$on right, $11.65{\pm}2.09^{\circ}$on left side and condylar lateral poles were located about 12mm and medial poles about 7mm from reference line(AA') on the axial tomograph. Mean intercondylar distance was $84.43{\pm}3.96mm$ and vertical axis angle of condylar angle was $78.72{\pm}3.43^{\circ}$on right, $78.09{\pm}6.12^{\circ}$on left. 2. No statistical significance was found on the condylar change(T2C-T1C) but it had definitive increasing tendency. There was significant decreasing of the distance between both condylar pole and the AA'(p<0.05) during the long term(TLC-T2C). 3. On the lateral cephalogram, no statistical significance was found between immediate after surgery and 24 hours after the removing of intermaxillary fixation but only the lower incisor tip moved forward about 0.33mm(p<0.05). Considering individual relapse rate, mean relapse rate was 1.2% on L1, 5.0% on B, 2.0% on Pog, 9.1% on Gn, 10.3% on Me(p<0.05). 4. There was statistical significance on the influence of the mandibular set-back to the total mandibular relapse(p<0.05). 5. There was no statistical significance on the influence of the mandibular set-back(T2-T1) to the condylar change(T2C-T1C), the condylar change(T2C-T1C, TLC-T2C) to the mandibular total relapse, the pre-operative condylar position to the condylar change(T2C-T1C, TLC-T2C), the pre-operative mandibular posture to the condylar change(T2C-T1C, TLC-T2C)(p>0.05). 6. The result of multiple regression analysis on the influence of the pre-operative condylar position to the total mandibular relapse revealed that the more increasing of intercondylar distance and condylar vertical axis angle and decreasing of condyalr head long axis angle, the more increasing of mandibular horizontal relapse(L1,B,Pog,Gn,Me) on the right side condyle. The same result was founded in the case of horizontal relapse(L1,Me) on the left side condyle.(p<0.05). 7. The result of multiple regression analysis on the influence of the pre-operative condylar position to the pre-operative mandibular posture revealed that the more increasing of intercondylar distance and condylar vertical axis angle and decreasing of condylar head long axis angle, the more increasing of mandibular vertical length on the right side condyle. and increasing of vertical lengh & prognathism on the left side condyle(p<0.05). 8. The result of simple regression analysis on the influence of the pre-operative mandibular posture to the mandibular total relapse revealed that the more increasing of prognathism, the more increasing of mandibular total relapse in B and the more increasing of over-jet the more increasing of mandibular total relapse(p<0.05). Consequently, surgical mandibular repositioning was not significantly influenced to the change of condylar position with condylar reposition method.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.8-8
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100μm and 11mm/sec, and were the smallest at the compass deck with 3μm and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.54-60
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100$\mu$m and 11mm/sec, and were the smallest at the compass deck with 3$\mu$m and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Korean Journal of Fisheries and Aquatic Sciences
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• v.10 no.4
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• pp.227-235
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• 1977

The noise pressure scattered underwater on account of the engine revolution of a pole and liner, Kwan-Ak-San(G. T. 234.96), was measured at the locations of Lat. $34^{\circ}47'N$, Long. $128^{\circ}53'E$ on the 16th of August 1976 and Lat. $34^{\circ}27'N$, Long. $128^{\circ}23'E$ on the 28th of July, 1977. The noise pressure passed through each observation point (Nos. 1 to 5), which was established at every 10m distance at circumference of outside hull was recorded when the vessel was cruising and drifted. In case of drifting, the revolution of engine was fixed at 600 r. p. m. and the noise was recorded at every 10 m distance apart from observation point No. 3 in both horizontal and vertical directions with $90^{\circ}$ toward the stern-bow line. In case of cruising, the engine was kept in a full speed at 700 r.p.m. and the sounds passed through underwater in 1 m depth were also recorded while the vessel moved back and forth. The noise pressure was analyzed with sound level meter (Bruel & Kjar 2205, measuring range 37-140 dB) at the anechoic chamber in the Institute of Marine Science, National Fisheries University of Busan. The frequency and sound waves of the noise were analyzed in the Laboratory of Navigation Instrument. From the results, the noise pressure was closely related to the engine revolution shelving that the noise pressure marked 100 dB when .400 r. p. m. and increase of 100 r. p. m. resulted in 1 dB increase in noise pressure and the maximum appeared at 600 r. p. m. (Fig.5). When the engine revolution was fixed at 700 r. p. m., the noise pressures passed through each observation point (Nos. 1 to 5) placed at circumference of out side hull were 75,78,76,74 and 68 dB, the highest at No.2, in case of keeping under way while 75,76,77,70 and 67 dB, the highest at No.3 in case of drifting respectively (Fig.5). When the vessel plyed 1,400 m distance at 700 r.p.m., the noise pressure were 67 dB at the point 0 m, 64 dB at 600m and 56 dB at 1,400m on forward while 72 at 0 m, 66 at 600 m and 57 dB at 1,400 m on backward respectively indicating the Doppler effects 5 dB at 0 m and 3 dB at 200 m(Fig.6). The noise pressures passed through the points apart 1,10,20,30,40 and 50 m depth underwater from the observation point No.7 (horizontal distance 20 m from the point No.3) were 68,75,62,59,55 and 51 dB respectively as the vessel was being drifted maintaining the engine revolution at 600 r. p. m. (Fig. 8-B) whereas the noise pressures at the observation points Nos.6,7,8,9 and 10 of 10 m depth underwater were 64,75,55,58,58 and 52 dB respectively(Fig.8-A).

• Geophysics and Geophysical Exploration
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• v.1 no.2
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• pp.101-109
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• 1998

Using airborne magnetic data, magnetic characteristics were studied at the Samryangjin caldera area developed in the volcanics of the Yuchon sub-basin, the south eastern part of the Gyeongsang basin. Residual magnetics, reduction to the pole, horizontal derivative, and vertical derivative maps are prepared. Using these maps, the magnetic lithofaces are zoned and the geological structures such as caldera and faults were qualitatively interpreted. In addition, the two quantitative interpretations were performed. Firstly, the forward modelling were done to the 14.5 line km crossing the caldera area to the northeast-southwest direction. Applying the 3-D Euler deconvolution method to the whole study area, the depth extent and the characteristics of the magnetic anomalous bodies were studied. According to the results, the magnetic lithofaces of the area are zoned by 4 units. In general, these are well matched with the geological distributions. But the biotite granites intruded in the northern boundary of the Samryangjin caldera show the high magnetic intensity, while the biotite granites of the other areas show the low magnetic intensity and the different magnetic lithofaces. Thus, we interpreted that the biotite granites are closely related with the volcanic activity of the Samryngjin caldera, and are intruded in the fracture zones developed along the caldera rim. The Samryangjin caldera and fault structures of the area can be easily recognized by the distinct magnetic structures from the various magnetic anomaly maps. Also the topographic characteristics well reflect these structures. The results of the forward modelling show that the magnetic basement depth of the Gyeongsang sedimentary basin is on the average about 6 km and in maximum 10 km. And the depth becomes shallower toward the caldera boundary due to the shallow intrusion of the volcanics. The results of the 3-D Euler method also show the caldera and fault structures. And the relatively shallow magnetic anomalous bodies which are related with the volcanics are generally developed to the east-west and northeast directions, while the deep magnetic anomalous bodies to the northwest direction.