• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.1
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• pp.37-44
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• 2009

Density is the most important congestion indicator among the three fundamental flow variables, flow, speed and density. Measuring density in the field has two different ways, direct and indirect. Taking photos with wide views is one of direct ways, which is not widely used because of its cost and lacking of proper positions. Another direct density measuring method using two spot detectors has been introduced with the concept of instantaneous density, average density and measurement interval. The relationship between accuracy and measurement interval has been investigated using the simulation data produced by Paramics API function. Finally, density measurement algorithm has been suggested including exponential smoothing for device development.

• Journal of Advanced Navigation Technology
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• v.16 no.5
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• pp.744-751
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• 2012

Air Traffic Management(ATM) is to control air traffic flow quickly and safely. For efficient ATM, the ability which calculate optimal route using filight plan and filght information is required. Especially for the time-sensitive air cargo, it is essential. In this paper, therefore, we present a dynamic route search algorithm which calculate optimal route dynamically. The conventional method using Dijkstra algorithm has a problem that recalculate the entire route when some airways are closed. However, the proposed algorithm recalculates only affected waypoints, so it finds optimal route quickly and accurately. Comparisons with the conventional method and the proposed algorithm show that the proposed algorithm provides better.

• Journal of Advanced Navigation Technology
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• v.19 no.1
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• pp.33-40
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• 2015

Advanced surface movement guidance and control system (A-SMGCS) is a system providing routing, guidance and surveillance for the control of aircraft and vehicles in order to maintain the predetermined surface movement rate under all weather conditions while maintaining the required level of safety. In the present study, system engineering was introduced to develop the compliance procedure for the A-SMGCS. At first, requirements for the level IV A-SMGCS were defined and analyzed from the concept of operations (CONOPS). Then, system architecture and specifications were constructed through the functional analysis and allocation. After that, work breakdown structure (WBS) and related integrated master schedule (IMS) were established. Lastly, compliance checklist (CCL) and test and evaluation master plan (TEMP) were developed to verify and validate the system.

• Atmosphere
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• v.30 no.1
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• pp.75-89
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• 2020

Current in-situ airborne probes that measure the sizes of ice crystals smaller than 50 ㎛ are based on the concept that the measured intensity of light scattered by a particle in the forward and/or backward direction can be converted to particle size. The relationship between particle size and scattered light used in forward scattering probes is based on Mie theory, which assumes the refractive index of particle is known and all particles are spherical. Not only are small crystals not spherical, but also there are a wide variety of non-spherical shapes. Although it is well known that the scattering properties of non-spherical ice crystals differ from those of spherical shapes, the impacts of non-sphericity on derived in-situ particle size distributions are unknown. Thus, precise relationships between the intensity of scattered light and particle size and shape are required, as based on accurate calculations of scattering properties of ice crystals. In this study, single-scattering properties of ice crystals smaller than 50 ㎛ are calculated at a wavelength of 0.55 ㎛ using a numerically exact method (i.e., discrete dipole approximation). For these calculations, hexagonal ice crystals with varying aspect ratios are used to represent the shapes of natural small ice crystals to determine the errors caused by non-spherical ice crystals measured by forward scattering probes. It is shown that the calculated errors in sizing nonspherical ice crystals are at least 13% and 26% in forward (4~12°) and backward (168~176°) directions, respectively, and maximum errors are up to 120% and 132%.

• Proceedings of the Korean Vacuum Society Conference
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• 2011.02a
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• pp.45-45
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• 2011

알루미늄과 그 합금은 내부식성(corrosion resistance)이 좋고, 밀도가 낮아 높은 연료소비 효율을 필요로 하는 항공기와 자동차 같은 운송수단의 내-외장 소재로 사용되고 있다. 또한 알루미늄의 높은 내부식성을 이용하여 철강소재의 부식을 방지하는 보호막으로도 폭 넓게 사용된다. 물리기상증착(physical vapor deposition)으로 알루미늄을 코팅하면 박막 성장 초기단계에서 핵(nucleus)을 형성하고, 형성된 핵을 중심으로 주상 구조(columnar structure)로 박막이 성장하는 것이 일반적으로 알려진 방식이다. 주상 구조의 알루미늄 박막은 주상정과 주상정 사이에 필연적으로 공극(pore)이 존재하게 되어 부식을 일으키는 물질이 박막으로 침투하게 되고, 부식 물질과 모재가 반응하여 공식(pitting corrosion)이 발생한다. 본 연구에서는 스퍼터링(magnetron sputtering)을 이용하여 치밀한 조직을 갖는 알루미늄 박막을 코팅할 수 있는 공정을 개발하고, 치밀한 알루미늄 조직이 내부식성에 어떠한 영향을 미치는지 평가하였다. 기판은 냉연강판(cold rolled steel sheet)이 사용되었으며, 알루미늄 타겟의 순도는 99.999%, 크기는 직경 4"이었다. 냉연강판은 진공용기(vacuum chamber)에 장착하기 전에 계면활성제를 이용하여 표면에 존재하는 기름성분을 제거하였으며, 진공용기에 장착한 후에는 아르곤 가스를 이용하여 발생시킨 글로우 방전으로 표면에 존재하는 산화물을 제거하였다. 알루미늄 박막의 조직에 영향을 미치는 공정변수를 확인하기 위해서 스퍼터링 파워, 공정 온도, 공정 압력, 외부 자기장 세기 등의 공정 조건을 변화시켜 코팅을 실시하였다. 실험을 통해서 얻어진 최적 조건으로 알루미늄을 코팅할 경우, 알루미늄 bulk의 밀도와 비교하여 약 94.7%의 밀도를 갖는 알루미늄 박막을 코팅할 수 있었다. 알루미늄 박막이 약 3 ${\mu}$m의 두께로 코팅된 냉연강판의 내부식성 평가(salt spray test, 5% NaCl) 결과, 평가를 시작한 후 72시간 후에도 적청이 발생하지 않았다.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.42 no.9
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• pp.731-738
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• 2014

The mission of UAV has been expanded from a land to an ocean based on an enhancement of its technologies. Korea Aerospace Research Institute (KARI) also tries to expand the mission of tilt rotor UAV to an ocean, in which the shipboard landing of UAV is required. However the environment of an oceanic operation is severer than that of land due to salty, fogy, and windy condition. The landing point for automatic landing is not fixed due to movement of shipboard in roll, pitch, and heave. It makes the oceanic operation and landing of UAV difficult. In order to conduct an oceanic operation of tilt rotor UAV, this paper presents that the sea wave modeling according to the sea state is conducted and the shipboard landing of tilt rotor UAV under the sea wave is tested and evaluated through the flight simulator for UAV.

• The Journal of Society for e-Business Studies
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• v.16 no.4
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• pp.87-96
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• 2011

The importance of the security management system for the aviation infrastructure cannot be overemphasized. What is especially important on the security management system for it is the assessment that is detaild and systematic. This article presents a framework based on a Hanulcha-type security management system model for a Information security of the Aviation infrastructure. This system checks, estimates and analyzes the goal of security with effect, especially in case of the security-accident on the aviation infrastructure because this system model gives the integrated security assessment method.

• The Journal of the Korea Contents Association
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• v.19 no.3
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• pp.261-274
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• 2019

This paper aims to develop an appropriate methodology for establishing an investment strategy for 'demonstration of artificial rainfall technology using UAV' and that include establishment of a technology classification, set of indicators for technology evaluation, suggestion of final key technology as a whole study area. It is designed to complement the latest research trend analysis results and expert committee opinions using quantitative analysis. The key indicators for technology evaluation consisted of three major items (activity, technology, marketability) and 10 detailed indicators. The AHP questionnaire was conducted to analyze the importance of indicators. As a result, it was analyzed that the attribute of the technology itself is most important, and the order of closeness to the implementation of the core function (centrality), feasibility (feasibility). Among the 16 technology groups, top investment priority groups were analyzed as ground seeding, artificial rainfall verification, spreading and diffusion of seeding material, artificial rainfall numerical modeling, and UAV sensor technology.

• Smart Media Journal
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• v.7 no.4
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• pp.44-51
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• 2018

The purpose of this research is to collect atmospheric environmental information at specific altitudes in a range of 0 to 1 km above the surface and to monitor it using drones. The corresponding temperature and humidity were measured with the meteorological factors, and the amounts of fine dust and $CO_2$ were observed by the environmental factors so that they could receive the normal values. Monitoring the status of atmospheric gas emission in specific enterprises, industrial complexes and regions through the measurement is meant to help establish policies to reduce pollution factors. In conventional means previously practiced, exhaust gas detection accompanies a great deal of risks in terms of safety because the surveyor is directly exposed to the source of contamination such as the holes installed in the chimney. However, in our proposed method, the drone can collect information in a wide range under safe circumstances, which can be utilized through wide industrial areas.

• Atmosphere
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• v.28 no.4
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• pp.357-367
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• 2018

In this study, the temperature bias of aircraft observation was estimated through comparison with sonde observation prior to developing the temperature bias correction method at the Korea Institute of Atmospheric Prediction Systems (KIAPS). First, we tried to compare aircraft temperature with collocated sonde observations at 0000 UTC on June 22, 2012. However, it was difficult to estimate the temperature bias due to the lack of samples and the uncertainty of the sonde position at high altitudes. Second, we attempted a background innovation comparison for sonde and aircraft using KIAPS Package for Observation Processing (KPOP). The one month averaged background innovation shows the aircraft temperature have a warm bias against sonde for all levels. In particular, there is a globally distinct warm bias about 0.4 K between 200 hPa and 300 hPa corresponding to flight level. Spatially, most of the areas showed the warm bias except for below 300 hPa in some part of China at 0000 and 1200 UTC and below 850 hPa in Australia at 0000 UTC. In general, the temperature bias was larger at 1200 UTC than 0000 UTC. Based on the estimated temperature bias, we have applied the static bias correction method to the aircraft temperature observation. As a result, the warm bias of the aircraft temperature has decreased at most levels, but a slight cold bias has occurred in some areas.