• 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.

• Information and Communications Magazine
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• v.13 no.9
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• pp.37-45
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• 1996

통신기술의 발전과 함께 고도화, 지능화 되어가는 통신망 운용환경에 능동적으로 대처하고, 이질적(heterogeneous)이고 복잡하게 구성된 통신망 구성요소(교환, 전송 및 가입자/선로장치)들을 효율적으로 관리하기 위해서는 표준화된 개방형 방식의 총체적이고 일원화된 통신망 운용관리기법이 요구된다. 국제표준화기구인 ITU-T에서는 이를 위해 TMN(Telecommunications Management Network) 개념을 국제표준으로 권고하고 있으며, 세계 각국의 통신운용체(PNOs : Public Network Operators)에서는 이 개념을 통신망 운용관리의 하부 기반구조로 도입하고 있는 상황이다. 본 논문에서는 TMN개념을 기반으로하여 통신망운용관리시스팀을 개발운영하고, 이를 하부 기반구조로 하는 종합망운용관리체제를 구축함에 따른 경제적인 효과를 정성적인명과 정략적인 측면으로 구분하여 제시하였다.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2006.05a
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• pp.232-236
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• 2006

본 고에서는 2007년에 개최되는 ITU(국제통신연합)의 WRC(세계무선총회)를 앞두고 IMO COMSAR 회의 및 ITU-R WP8B 회의에서 논의되고 있는 해상이동통신시스템 현대화와 관련된 기술 및 표준화에 대해 분석하고 기술하였다. IMO에서는 최근에 AIS, LRIT, SSAS 등 현대화된 통신 기술이 융합된 시스템을 도입하고 있으며 HF 및 VHF 대역에서 e-mail 등 현대화된 데이터 통신 기술을 도입하려고 한다. 이에 따라서 ITU-R 에서는 현대화된 해상이동통신시스템에서 사용되는 스펙트럼의 재조정 및 통신방식 권고안을 작성중에 있다. 이를 위하여 OFDM, SDR 등 새로운 기술을 해상통신에 접목시키기 위한 각국의 기고서가 IMO 및 ITU의 관련 회의에 제출되어 검토되고 있다. 본 고에서는 최근 IMO COMSAR회의 및 ITU-R 8B회의에 기고되어 논의 중인 해상이동통신시스템의 기술 동향을 분석하고 기술하였으며, 추후 도입되어 신속하고 효율적으로 운용될 수 있도록 관련 기술기준 및 표준을 분석하고 기술하였다.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2009.04a
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• pp.344-347
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• 2009

건축, 토목 분야의 정보 교환을 위한 표준으로 주목받고 있는 BIM 모델의 국제 표준인 IFC 표준을 위해, 소프트웨어가 IFC 표준에 맞게 유효한 정보를 입출력 하도록 도와주고, IFC 파일이 표준에 맞는지 검증할 수 있는 모듈을 개발했다. 특히, 지역별 및 국가별 상황에 맞게 BIM 모델을 수정하거나 확장해 사용하도록 권고하고 있는 상황에서 다양한 확장 IFC 표준을 효과적으로 지원할 수 있도록 IFC 표준을 정의하는 EXPRESS 언어로부터, 객체 지향 언어를 위한 소프트웨어 개발 라이브러리를 자동으로 생성하고, 해당 SDK를 활용해 IFC 모델을 검증하는 라이브러리를 자동으로 생성하며, IFC 파일을 검증할 수 있는 독립적인 실행 파일도 자동으로 생성할 수 있도록 했다. 또한 객체 지향 라이브러리를 사용함으로써 주어진 IFC 모델을 효과적으로 문서화 할 수 있도록 HTML 생성 도구를 개발하거나 3차원 형상 확인이 가능하도록 VRML 생성 도구를 개발하는 등의 작업이 쉽게 이뤄짐을 확인했다. 이렇게 자동화된 BIM 소프트웨어 개발 도구는 IFC 모델의 수정이나 확장을 고려하는 BIM 소프트웨어 개발 프로젝트의 생산성을 향상시키고, 해당 시스템의 운영에 신뢰도를 높이는 것은 물론이며, 향후 국내 실정에 맞게 운영될 BIM 인증 제도에도 활용하면 기존의 수작업 방식 인증제도에 비해 인증에 걸리는 시간과 비용을 줄이는 것은 물론 인증 자체의 객관성과 정확성, 투명성과 신뢰성을 높일 수 있을 것으로 기대된다.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.1
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• pp.115-157
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• 2013

Some contracting States of the Convention on International Civil Aviation (commonly known as the Chicago Convention) issue FAOC(Foreign AOC and/or Operations Specifications) and conduct various safety audits for the foreign operators. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident, it is the source of concern from the legal as well as economic perspectives. FAOC of the USA doubly burdens the other contracting States to the Chicago Convention because it is the requirement other than that prescribed by the Chicago Convention of which provisions are faithfully observed by almost all the contracting States. The Chicago Convention in its Article 33 stipulates that each contracting State recognize the validity of the certificates of airworthiness and licenses issued by other contracting States as long as they meet the minimum standards of the ICAO. Consequently, it is submitted that the unilateral action of the USA, China, Mongolia, Australia, and the Philippines issuing the FOAC to the aircraft of other States is against the Convention. It is worry some that this breach of international law is likely to be followed by the European Union which is believed to be in preparation for its own unilateral application. The ICAO established by the Chicago Convention to be in charge of safe and orderly development of the international civil aviation has been in hard work to both upgrade and emphasize the safe operation of aircraft. As the result of these endeavors, it prepared a new Annex 19 to the Chicago Convention with the title of "Safety Management" and with the applicable date 14 November 2013. It is this Annex and other ICAO documents relevant to the safety that the contracting States to the Chicago Convention have to observe. Otherwise, it is the economical burden due to probable delay in issuing the FOAC and bureaucracies combined with many different paperworks and regulations depending on where the aircraft is flown. It is exactly to avoid this type of confusion and waste that the Chicago Convention aimed at when it was adopted in 1944. The State of the operator shall establish a system for both the certification and the continued surveillance of the operator in accordance with ICAO SARPs to ensure that the required standards of operations are maintained. Certainly the operator shall meet and maintain the requirements established by the States in which it operate. The authority of a State stops where the authority of another State intervenes or where the former has yielded its power by an international agreement for the sake of international cooperation. Hence, it is not within the realm of the State to issue FAOC towards foreign operators for the reason that these foreign operators are flying in and out of the State. Furthermore, there are other safety audits such as ICAO USOAP, IATA IOSA, FAA IASA, and EU SAFA that assure the safe operation of the aircraft, but within the limit of their power and in compliance with the ICAO SARPs. If the safety level of any operator is not satisfactory, the operator could be banned to operate in the contracting States with watchful eyes until the ICAO SARPs are met. This time-honoured practice has been applied without any serious problems. Besides, we have the new Annex 19 to strengthen and upgrade with easy reference for contracting States. We don't have no reason to introduce additional burden to the States by unilateral actions of some States. These actions have to be corrected. On the other hand, when it comes to the carriage of the Personal or Pilot Log Book, the Korean regulation requiring it is in contrast with other relevant provisions of USA, USOAP, IOSA, and SAFA. The Chicago Convention requires in its Articles 29 and 34 only the carriage of the Journey Log Book and some other certificates, but do not mention the Personal Log Book at all. Paragraph 5.1.1.1 of Annex 1 to the Chicago Convention even makes it clear that the carriage in the aircraft of the Personal Log Book is not required on international flights. The unique Korean regulation in this regards giving the unnecessary burden to the national flag air carriers has to be lifted at once.

• Proceedings of the Korea Information Processing Society Conference
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• 2003.05b
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• pp.751-754
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• 2003

통신산업환경의 변화 즉 통신시장의 개방화, 글로벌화 및 경쟁체제의 돌입으로 통신사업자는 기존의 단위시설의 운용관리 개념에서 네트워크관리, 서비스관리, 사업관리개념으로 통합 발전되고 있는 국제 표준권고의 통신망의 운용 경영 방식인 TMN(Telecommunications Management Network)에 부합한 개방형 운용정보공유 및 일원화된 통신망 운용관리시스템 구축 및 관리로 전환하려는 추세이다. 본 연구에서는 TMN 컴포넌트 기반 소프트웨어 개발을 위한 망 장애 해결 Use Case 모델링을 설계하였다.

• Electronics and Telecommunications Trends
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• v.9 no.1
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• pp.87-96
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• 1994

경제성과 효율성을 지닌 종합정보 통신망인 ISDN은 음성 또는 비음성의 정보를 모두 디지털 형식으로 통일시켜 각종 서비스가 하나의 회선과 이용자 번호로 제공되는 디지털 전송. 교환방식의 네트워크로 우리나라에서는 1994년 1월 서비스가 상용화 되었다. 전기통신의 국제 표준화 작업은 ITU 회원국의 주관청과 표준화 업무에 희망을 피력하고 회원국의 승인을 받은 공인된 민간 운영회사 및 과학 산업기구의 연구원으로 구성된 ITU-TS에 의해 주관된다. ITU-TS는 사용자-망 인터페이스 본 네트워크 및 단말기와 사용자 측의 필요 조건을 정리하여 1984년과 1988년에 I시리즈 권고를 통해 ISDN의 개관과 서비스, 망 구성 및 운용, 사용자-망 인터페이스, 망간의 인터페이스 등 ISDN에 관한 개념이나 원칙을 국제 표준으로 발표하였다. ITU-TS의 ISDN 일반 원칙에 따르면 네트워크 자체는 각국의 상황에 따라 자유롭게 구성할 수 있다. 본 연구에서는 통신 선진국인 미국의 표준화 과정을 조사.연구함으로써 국내 통신망의 보호와 국내 실정에 맞는 통신망 구축을 위해 보다 나은 ISDN 기술 기준의 제정 방향을 제시하는데 그 목적이 있다. 우리 나라에서도 기술기준에 대한 연구 시기를 앞당기고 현장 시험에서 얻어지는 자료나 연구결과의 교환이 원활히 이루어져야 하며, 상용화 후에도 예측못했던 문제점 및 사후 관리에 대한 연구가 지속적으로 행해져야 겠다. 그리고 기술기준을 제정하는 위원회에는 통신 사업자는 물론 정부 및 이용자까지도 함께 참여하여 모든 사람의 이익을 고려한 기준이 제정될 수 있어야겠다.

• 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.

• 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.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.67-95
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• 2014

Some Contracting States of the Chicago Convention issue FAOC(Foreign Air Operator Certificate) and conduct various safety assessments for the safety of the foreign operators which operate to their state. These FAOC and safety audits on the foreign operators are being expanded to other parts of the world. While this trend is the strengthening measure of aviation safety resulting in the reduction of aircraft accident. FAOC also burdens the other contracting States to the Chicago Convention due to additional requirements and late permission. EASA(European Aviation Safety Agency) is a body governed by European Basic Regulation. EASA was set up in 2003 and conduct specific regulatory and executive tasks in the field of civil aviation safety and environmental protection. EASA's mission is to promote the highest common standards of safety and environmental protection in civil aviation. The task of the EASA has been expanded from airworthiness to air operations and currently includes the rulemaking and standardization of airworthiness, air crew, air operations, TCO, ATM/ANS safety oversight, aerodromes, etc. According to Implementing Rule, Commission Regulation(EU) No 452/2014, EASA has the mandate to issue safety authorizations to commercial air carriers from outside the EU as from 26 May 2014. Third country operators (TCO) flying to any of the 28 EU Member States and/or to 4 EFTA States (Iceland, Norway, Liechtenstein, Switzerland) must apply to EASA for a so called TCO authorization. EASA will only take over the safety-related part of foreign operator assessment. Operating permits will continue to be issued by the national authorities. A 30-month transition period ensures smooth implementation without interrupting international air operations of foreign air carriers to the EU/EASA. Operators who are currently flying to Europe can continue to do so, but must submit an application for a TCO authorization before 26 November 2014. After the transition period, which lasts until 26 November 2016, a valid TCO authorization will be a mandatory prerequisite, in the absence of which an operating permit cannot be issued by a Member State. The European TCO authorization regime does not differentiate between scheduled and non-scheduled commercial air transport operations in principle. All TCO with commercial air transport need to apply for a TCO authorization. Operators with a potential need of operating to the EU at some time in the near future are advised to apply for a TCO authorization in due course, even when the date of operations is unknown. For all the issue mentioned above, I have studied the function of EASA and EU Regulation including TCO Implementing Rule newly introduced, and suggested some proposals. I hope that this paper is 1) to help preparation of TCO authorization, 2) to help understanding about the international issue, 3) to help the improvement of korean aviation regulations and government organizations, 4) to help compliance with international standards and to contribute to the promotion of aviation safety, in addition.