• Journal of Aerospace System Engineering
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• v.10 no.4
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• pp.105-114
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• 2016

The world is currently confronted with regional conflicts among nations that seek to protect their territory. The associated counter-terrorism activities and international business flows can be increased through airworthiness-recognition tasks that are related to aircraft exports, dispatch troops, and overseas bases. It is important to establish airworthiness-recognition processes between foreign military authorities to minimize the potential for sovereign national positions and responsibilities. For this study, the military airworthiness recognition between recognition partners was surveyed to secure flight safety for the development and operation of aircrafts. The analysis of the U.S. and European Military Authority Recognition Questionsets (MARQs) in this paper introduces the rules, inspection capabilities, production process, and certification of the airworthiness authority. The regulatory activities, which are required by the Korea Military Airworthiness Authority (MAA) with respect to foreign MAAs, can be reduced by the implementation of the MARQ.

• Journal of Aerospace System Engineering
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• v.14 no.1
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• pp.54-61
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• 2020

For operating military aircraft, military certificate of airworthiness (MCA) must be obtained from military authority. Among procedures of general airworthiness certification, there is a military type certification process that aircraft design complies with military airworthiness certification criteria. The Surion is the first military rotorcraft which has obtained military type certificate, production validation and airworthiness certificate in Korea, and the Surion derivatives for special mission are being operated for government services. Based on Aviation Safety Act, in order to operate the Surion derivatives (military aircraft) for special purpose (such as emergency patient transportation and firefighting), the issuance of special airworthiness certificates was needed from civil airworthiness authority, and the restricted category type certification (RTC) is one of design approvals for special airworthiness certification to be streamlined. This study discussed the procedures for acquiring RTC for special purpose operation of the Surion derivatives classified as military derived aircraft, and suggested procedural ideas to improve Korean RTC system.

• Journal of the Korea Institute of Military Science and Technology
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• v.20 no.2
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• pp.289-299
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• 2017

Because of its unique ordnance or operational requirements, military aircraft has potential risks different from civil aircraft. This explains why there is no global document for military airworthiness and each nation has its own sovereign authority. But harmonized airworthiness activities among authorities are required to reduce cost and time for recent multinational programs. In this study, we show the airworthiness policy of the European Military Airworthiness Authorities and U.S. DOD Authorities which facilitate recognition of certificates and approvals issued by any other authorities. And we propose future works for Korea military airworthiness society to develop organizational recognition system.

• Journal of Aerospace System Engineering
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• v.16 no.4
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• pp.28-34
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• 2022

In 2021, Virgin Orbit converted a 747-400 aircraft into an air launch platform, and successfully launched it twice in February and July. Compared to the existing ground launch, interest in the air launch is increasing due to its great utility, such as its independence from the launch location or weather, cost reducing factor, shorter launch preparation time, and its benefit pursuant to altitude and speed. Additionally, as small satellites have similar performance to mid/large satellites in the past due to the miniaturization and precision of electronic equipment, small satellite launches are expected to dominate in the future. In this paper, institutional certification methods such as domestic, overseas, civilian and military airworthiness certification regulations/procedures are reviewed to ensure flight safety of aerial projectiles using large domestic civil aircraft, and applicable civil and military airworthiness certification technology standards are reviewed and analyzed. Additionally, we will review and suggest effective airworthiness certification application plans that reflect the reality, and present airworthiness certification standards (draft) for aerial launch vehicles, by analyzing applicable airworthiness certification technical standards when remodeling aerial launch vehicles.

• Journal of IKEEE
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• v.19 no.3
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• pp.415-423
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• 2015

The DO-178C guide, which is referenced as the software development guide when a certification of the airworthiness in the commercial airplane is acquired by FAA in US, is recently referenced for the local military aircraft airworthiness. This indicates that when the auditor of the military aircraft airworthiness looks over the software development documents, the auditor reviews if all of the documents are verified in accordance with the DO-178C guide. However, when we developed the military aircraft intercom, We developed its control software in accordance with the CMMI level 3, since there were no requirements for the compliance of the DO-178C guide. Therefore, When we consider the airworthiness of this intercomm system, The analysis for how much the software development based on the CMMI level 3 is different from the DO-178C guide is needed to prepare the essential software documents additionally. Thus, This study analyzes the differences between CMMI level 3 and DO-178C guide and provides that which data on the CMMI level 3 is necessary for the compliance of the aircraft airworthiness comparing with the DO-178C. The analyzed result can be applied at the software development of the other military aircraft avionics equipment based on the CMMI model environment considering the compliance of the military aircraft airworthiness.

• Journal of Aerospace System Engineering
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• v.17 no.6
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• pp.108-117
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• 2023

Thus far, a mission software component of the KT-1 military fixed-wing aircraft for overseas export has been developed through international joint development with foreign companies. The reliability of the software component could be certified by complying with the development environment and procedures of foreign companies based on DO-178B. However, recently, DO-178C certification is required for overseas exports, and reliability tests to comply with the weapon system software development guidelines are required for domestic military forces. In this paper, we describe the problems in obtaining domestic airworthiness certification in the international joint development of a previously developed KT-1 export-typed aircraft system integration project. To this end, we find a solution to comply with both DO-178C and the Weapon System Software Development and Management Manual and provide the optimal software reliability test method.

• Journal of the Korea Convergence Society
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• v.12 no.12
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• pp.267-272
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• 2021

This study would like to propose a certification of aviation components manufactured through 3D printing. Currently, many types of 3D printers are being used in various industries. Among them, a lot of research is being done in the aviation sector to manufacture drones and aviation components. However, the current level of 3D printer technology and the application of aviation components using it are lacking in many problems and related airworthiness certification standards. Furthermore, clear certification criteria for conformity and coherence are rarely presented. Therefore, we would like to propose matters related to certification of 3D printed equipment for application as aviation components. It is expected that 3D printing equipment will improve precision, reduce defect rate, sagging problem, and bed leveling problem will be solved in the future, and certification standards will be clearly established. In addition, we hope that the reliability of aviation components applied with 3D printing technology will be improved and the relevant certification standards will be further developed.

• 한국항공운항학회:학술대회논문집
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• 2016.05a
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• pp.202-208
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• 2016

최근 5년간 발생한 국적 항공기 사고 23건 중 헬기사고가 16건으로 전체 항공사고의 70%를 차지한다. 현재 국내에서 고정익 항공기 549대, 회전익 항공기 186대가 각각 운영(군 경찰 보유헬기 제외)되고 있음을 감안하면 회전익 항공기 사고가 훨씬 높은 편이며, 고정익 항공기 가동시간에 비하여 가동률이 매우 낮은 회전익 항공기를 고려하면 비행시간당 항공기 사고 비율은 회전익 항공기가 월등하게 높은 편이다. 또한 고정익 항공기의 평균기령은 10.9년인데 비하여 산림항공본부를 비롯한 헬기운영업체에서 운영 중인 회전익 항공기의 평균기령은 18.9년으로 회전익 항공기가 전체적으로 노후화 되어 있으나, 국적항공사에 운영 중인 노후 항공기 관리프로그램을 회전익 항공기 운영사에서는 운영하지 않고 있다. 따라서 본 연구를 통하여 노후 항공기 운영현황을 검토하여 노후 회전익 항공기 운영기준을 수립하고 노후 회전익 항공기의 정비프로그램을 정립하여 회전익 항공기의 지속감항성을 확보할 수 있는 방안과 수명주기 설정을 마련하고자 한다.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.163-177
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• 2004

Wenn man das fahrl${\"{a}}$ssige Begehungsdelikt in Bezug auf ein Niveau eines Risiko der objektiv vorhandenen tatbestandlichen Erfolgsm${\"{o}}$glichkeit und auf die n${\"{o}}$tige Sorgfaltspflicht, die die T${\"{a}}$ter nimmt, um das solches Risiko abzuhalten, berucksichtigt, ergibt sich der spezielle Fall selten bei der Person, mit dem hoch-gefahrlichen Berufszweig besch${\"{a}}$ftigt ist, auf den die bestehende Allgemeine-Theorie ${\"{u}}$ber das gafahrl${\"{a}}$ssige Begehungsdelikt gleichm${\"{a}}$ssig unanwendbar ist. Bez${\"{u}}$glich des Piloten des Milit${\"{a}}$rflugzeug ergibt sich oftmals ein bestmmter Fall, die die KontroIIe des Risiko gesch${\"{a}}$ftlich uber sein eigenes pers${\"{o}}$nliches Ermessen geht, und er nimmt die Pflicht, die notwendige milit${\"{a}}$rische Zielsetzung zuerst vor allem zu ber${\"{u}}$cksichtigen, wenn auch technisch, klimatisch und umstandehalber ein normales Niveau von Risiko ${\"{u}}$bersteigt wird und zugleich ein bedenkliches hoches Risiko mit sich gebracht wird. Aus diesem Anla${\beta}$ kann man folgem, da${\beta}$ der Pilot des Milit${\"{a}}$rflugzeug ein besonderer Fall ist, auf den die Kriterien in Bezug auf das Gebiet der Regel ${\"{u}}$ber das fahrl${\"{a}}$ssige Begehungsdelikt gleichm${\"{a}}$ssig unanwendbar sind. Und weil die Vermehrung der Gefahr des Flugzeug sofort an die Vermehrung der Gefahr seines eigenen Leben angeschlossen wird und daher es eine M${\"{o}}$glichkeit gibt, da${\beta}$ der Pilot dem Resultat eines Gefahr zum ersten Opfer f${\"{a}}$llt, ist die Regelung in der Punkt der Generalpr${\"{a}}$vention gegen das fahrl${\"{a}}$ssige Begehungsdelikt sinnlos. Und auch muB die militarpolitische Punkt, die Piloten des Milit${\"{a}}$rflugzeug gem${\"{a}}$${\beta}$ dem notwendigen Ausma${\beta}$ auszubilden und das Ausma${\beta}$ zu behalten, aktuell berucksichtigt werden.