• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.97-114
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• 2013

The 6th Worldwide Air Transport Conference was held in Montreal in March 2013 under the auspices of ICAO. This conference, which has been held every ten years, is dealing with virtually every issue of international air transport, and aiming at updating ICAO policy in order to ensure long-term growth of international civil aviation. Last conference which took place in 2003 focused on the liberalization of air transport, and the 6th conference shifted its focus from whether to push for liberalization, to how to implement it. The main agenda items for the 6th conference was liberalization, safeguards, ownership, fair competition, airports and air navigation facilities, charges, and ICAO policy. The liberalization, and in particular progressive liberalization has been a main theme over the past decades. In the process leading to liberalization, there needs to be the expansion of market access, easing regulation on ownership and control of airlines. Furthermore, the provision of enough infrastructure such as airport and air navigation facilities may be contributing factor to remove impediments to liberalization. However, out of concern as for undermining interests of consumer and the weak, when liberalization is proceeding in a sudden and radical manner, there should be safeguards so as to ensure market participation by developing countries, consumer protection, and economical and transparent decision on taxes and charges. Fair competition which differs from promoting competition in the market, is a policy in order to protect the weak players and consumers from monopoly and oligopoly. The Korean delegation submitted 3 WPs (WP/85, 86 and 87) and 1 IP, and presented WPs, at the conference, which were a lot compared with previous occasions. A paradigm shift was emphasized to expedite the process of liberalization at the 6th conference. The reality is that with many previous recommendations to stress the importance of liberalization, and to urge States to change their attitudes, the pace of the liberalization has been very slow and staggering. The liberalization of air transport will contribute to the growth of air transport and related industry, to create new employment, promoting tourism and regional development, and further to facilitating mutual understanding and exchange, which will also lead to making a barrier-free world. In this context, it is expected that the next conference will also evaluate the on-going process of liberalization.

• 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.

• Journal of Advanced Navigation Technology
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• v.20 no.3
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• pp.167-174
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• 2016

Runway and taxiway is base facilities for aircraft take off and landing and runway capacity is one of major factor for airport capacity. Runway occupancy time is affect on the runway capacity. The identification of aircraft using taxiway by analysis of airport ground surveillance data and the measurement of pass time on the points is general method for the confirmation of the runway occupancy time. This study is runway occupancy time analysis of landing airplane using ADS-B message, in this study we surveyed landing aircraft runway occupancy time and analysis of serviced record using taxiway include rapid exit taxiway. The result of analysis is to confirm the different of landing direction and aircraft category on the same runway caused by structure of airport. Also the result of runway occupancy time analyzed data, it is base input data for the air transportation simulation.

• Journal of Advanced Navigation Technology
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• v.22 no.6
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• pp.522-529
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• 2018

FOD refers to various metals and non-metallic foreign substances that pose a risk to aircraft. FODs occur in all areas and time zones, including runways, taxiways, and maintenance facilities, and pose a fatal hazard to aircraft safety during aircraft movements and take-off and landing. Rapid and effective detection and removal of FODs in the runway is required. As part of recent developments in aviation safety technologies, automatic detection of debris in runways in airports is under way. In this paper, we conducted an automated detection test using the EO/IR camera and radar at the Taean campus of Hansu University to confirm normal detection during the day and night.

• Journal of Advanced Navigation Technology
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• v.17 no.6
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• pp.625-632
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• 2013

Since GBAS is a navaid facility to provide precision approach service to aircrafts landing at airports, it must be approved by the air navigation service provider or the aviation regulator to be declared operational. However, Korea has no experience in developing or operating the system so there is no approval criteria for GBAS. In order to develop the criteria in case of the future GBAS procurement, Korea Aerospace Research Institute has been testing the installed commercial GBAS station, SLS-4000, in Gimpo International Airport. This paper summarizes the criteria development results focusing on the system design approval. The criteria have been outlined based on the other leading nations' cases and documentations and established in detail on the basis of the FAA SDA artifacts. Those will be directly used for GBAS approval procedure in Korea and are expected to be useful in system requirement analysis, design, development and artifact management in case of own GNSS-based navaid system development in the future.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.27-54
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• 2010

Soon after September 11 attacks in 2001, there were strong demands in Korea on making relevant laws and regulations on aviation security, and Korean parliament legislated "Aviation Safety and Security Act"to fulfill the demands on safety and security of aircrafts during aviation. However, the current Aviation Safety and Security Act seems to have many problems which do not meet the practical needs in Korea, because there were not enough considerations on the practical needs and extinguishable national circumstances on civil aviation system in Korea, but only regarded the relevant international conventions and foreign practices on it. In this context, it is necessary to amend several provisions in Aviation Safety and Security Act to enhance more practical efficiencies in its implementation through systematization of the provisions on crimes which may happen during aviation. In this context, this article argues two main issues. First, Article 39 of Aviation Safety and Security Act does not express whether it is possible to punish the attempt of crime of causing damage to aircraft. Therefore, regarding a principle of legality, it is impossible to punish the perpetrator even when coincidently failed to destruct or damage aircraft. In this context, this article argues that the necessity to introduce the possibility to punish the attempt of crime of causing damage to aircraft. Second, regarding Article 160 of Civil Aviation Act of Korea, current Aviation Safety and Security Act should be amended by guaranteeing the culpability of negligence of crime of causing damage to aircraft.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.25 no.4
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• pp.24-30
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• 2017

Obstacle defines all fixed and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or extend above a defined surface intended to protect aircraft in flight or stand outside those defined surfaces and that have been assessed as being a hazard to air navigation. Aircraft operations are based on electronic supporting systems using radio frequencies to assist pilots. These frequencies can receive outside interference that change their courses or power, such as distortion, attenuation or reinforcements by an obstacle. This is a preliminary case study that shows the relation of instrument flight procedures and the degree of interferences introduced by a planned obstacle, which is a main bridge post, within the service volume of the radio navigation aids. For the purpose of this study, the case airport's data and it's VOR/DME and ILS systems' limitations are analyzed, as well as the relation of interferences between the obstacle and navigation aides were reviewed with the internal regulations in Korea.

• Journal of Advanced Navigation Technology
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• v.22 no.6
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• pp.537-544
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• 2018

A national comprehensive aviation test center is being constructed for the purpose of flight tests for development and modification of aircraft or flight inspections for the development of navaids. Flight testing is a high-risk task, so strict risk management processes are required prior to operation. In addition, since the flight test center is subject to the airdrome regulations under the current law, the introduction of the safety management system will enhance safety as usual in ordinary airports. The establishment of a safety management system based on ICAO criteria is an optimal means of ensuring safe and effective operation of the test center and may mitigate the risks that may arise during flight testing. This paper focuses on risk assessment and mitigation required for safety management at the flight test center. We conducted risk assessments on the flight hazards identified in the previous study. Then the high risk group of hazards were selected and risk mitigation techniques such as avoidance, reduction, acceptance, and control were applied.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.1
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• pp.207-244
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• 2015

Aviation safety is the stage in which the risk of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and risk management. Many accidents and incidents have been taking place since 2014, while there had been relatively safer skies before 2014. International civil aviation community has been exerting great efforts to deal with these emerging issues, thus enhancing and ensuring safety throughout the world over the years. The Preamble of the Chicago Convention emphasizes safety and order of international air transport, and so many Articles in the Convention are related to the safety. Furthermore, most of the Annexes to the Convention are International Standards and Recommended Practices pertaining to the safety. In particular, Annex 19, which was promulgated in Nov. 2013, dealing with safety management system. ICAO, as law-making body, has Air Navigation Commission, Council, Assembly to deliberate and make decisions regarding safety issues. It is also implementing USOAP and USAP to supervise safety functions of member States. After MH 370 disappeared in 2014, ICAO is developing Global Tracking System whereby there should be no loophole in tracking the location of aircraft anywhere in world with the information provided by many stakeholders concerned. MH 17 accident drove ICAO to install web-based repository where information relating to the operation in conflict zones is provided and shared. In addition, ICAO has been initiating various solutions to emerging issues such as ebola outbreak and operation under extreme meteorological conditions. Considering the necessity of protection and sharing of safety data and information to enhance safety level, ICAO is now suggesting enhanced provisions to do so, and getting feedback from member States. It has been observed that ICAO has been approaching issues towards problem-solving from four different dimensions. First regarding time, it analyses past experiences and best practices, and make solutions in short, mid and long terms. Second, from space perspective, ICAO covers States, region and the world as a whole. Third, regarding stakeholders it consults with and hear from as many entities as it could, including airlines, airports, community, consumers, manufacturers, air traffic control centers, air navigation service providers, industry and insurers. Last not but least, in terms of regulatory changes, it identifies best practices, guidance materials and provisions which could become standards and recommended practices.