• 한국항공운항학회:학술대회논문집
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• 2005.05a
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• pp.91-94
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• 2005

• Aerospace Industry
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• s.103
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• pp.50-51
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• 2009

장마와 태풍의 계절 여름. 특히 하늘을 짖기라도 하듯 어마어마한 전기를 일으키는 낙뢰를 하늘을 나는 항공기로서는 정말 위협적인 존재가 아닐 수 없다. 하지만 낙뢰를 알고 이에 대한 철저한 보호대책이 따른다면 낙뢰에 의한 항공사고는 충분히 줄일 수 있다.

• Aerospace Industry
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• s.103
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• pp.32-35
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• 2009

오는7월말, 국내 최초의 자력 발사인 KSLV-1 나로호 발사를 앞둔 가운데 로켓 개발에 대한 관심이 날로 증가하고 있다. 이에 본지는 이미 우주강국의 대열에 들어선 이웃 일본의 로켓 개발 현황을 둘러보았다.

• Aerospace Industry
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• v.18
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• pp.55-57
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• 1994

옛날 사람들이라고 하늘을 날고 싶은 생각이 없었을까? 아니 항공기가 발달한 지금보다도 더 간절했을지도 모른다. 그래서 옛날 사람들의 비행을 위한 연구와 그 업적을 찾아 보는 시리즈를 마련하고 그 첫회를 보내는 바이다.

• Aerospace Industry
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• v.82
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• pp.34-35
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• 2003

과학기술위성 1호에는 국내 최초로 우주를 관측하기 위한 원자외선 분광기가 탑제되어 있어 은하의 구조와 진화과정에 대한 연구를 본격적으로 시작할 수 있게 되었다.

• Aerospace Industry
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• v.84
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• pp.45-47
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• 2004

필자는 고등학교 때 시작한 사진이 인연이 되어 대학과 공군 항공사진병, 10년간 다닌 첫 직장까지 20년 넘게 사진을 업으로 인연을 맺었습니다. 비행기를 좋아하다보니 공군 항공사진병을 지원했고, 회사생활에서도 많은 항공 촬영과 비행기 사진을 접할 기회가 많았습니다. 요즘도 비행기가 좋아서 초경량항공기 조종을 배우고 있다고 자랑한 덕분에 항공기 촬영에 대한 원고청탁을 받고 이제야 내가 좋아하는 두 가지를 동시에 할 수 있어 기쁜 마음으로 수락했습니다. 이를 두고 ''''일석이조''''라고 하든가요.

• Proceedings of the Korean Association of Geographic Inforamtion Studies Conference
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• 2009.04a
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• pp.321-322
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• 2009

항공기에 장착되어 1개 지점을 수직 및 경사각도로 5면에서 촬영하는 항공용 다각촬영 카메라를 비롯한 항공용 멀티센서는 항공기라는 공간상의 제약으로 인해 다양한 각도로 센서를 고정하기에 어려움이 있다. 또한 항공기 운항 중 기류변화등으로 인해 촬영예상 지역을 벗어나 촬영되기 쉽다. 이에 항공용 센서의 자세를 연직방향으로 유지 시켜주는 기존 항공용 마운트를 활용할 수 있으면서, 다양한 각도로 센서를 고정할 수 있는 장치를 개발하였다.

• 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 KOR-KST Conference
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• 1993.07a
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• pp.235-247
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• 1993

이십일세기상해항공운수발전전략연구, 시이 $\ll$진흥상해, 개발포동, 복무전국, 면향세계$\gg$ 적방침작위지도, 병통과이상해포동개방개\ulcorner\ulcorner\ulcorner장강삼각주지구내지정개장강류역경제발전, 축보사상해발전성위\ulcorner\ulcorner지 구경제, 김융, 무역중심지일작위목표개전전략연구. 상해재아국두\ulcorner\ulcorner의현대화건설진정중점유겁기중요적지위, 저장성위태평양서안최인적 제무역중심지일, 목전, 상해항공운수적현상여기재국민경제중적전략지 위급여세계경제발달국가급지구례여뉴약, 륜돈, 파려, 지가가, 동경, 향항, 신가파등국제대성시상비차거태대, 안통계수거상해1990년항공운수탄토량약시미국뉴약1986년적1.5%, 시향항적10%좌우, 가견상해민\ulcorner\ulcorner수적 발전속도이경한제료상해경제적등비, 한제료포동개방개발급여국내 외정치경제화문화적교류, 위료사상해항공운수여상해적국민경제급사사회 발전상괄응, 대력발전항공운수기박재미첩. 수착상해경제발전, 능원, 원재료적증가, 외향형경제발전급금후궤십년상해인민수입증가화경제결 구조정.고정첨기출적발전급국제교왕적증가. 예측이십일세기상해여객 운수량급화운량장성배증가, 소이탐색일개여상해경제발전전략목표상괄 응적현대화항공교통운수체계, 발혼항공운수특유적우핵시십분필요적. 본연구보고종이하오개방면대상해이십일세기항공운수발전전략진행천술. 일, 개술발전상해항공운수적필요성급긴박성. 이, 상해민용항공운수현상대상해지구주요승운인동방항공공사항선 망, 운력, 기대, 기장현상작료분석,설명상해민항유우운력불족, 기출 장비체후, 자김결, 불능만족상해경제등비발전적수요. 공중교통관제, 통신도항, 기무유수, 항유공응등방면야도불동정도지한 제료항공운수적발전, 필수인기겁대적중시. 삼, 상해항공운수적예측화전망, 통과자료연구급수거분석, 리용수 학모형대이십일세기상해항공운량진행예측, 제출발전상해항공운수적전 략목표급발전중점. 예측2020년 상해항공항총객운탄토량4300만인/년, 화운량달120만돈; 2050년객운량장달18150만인차/년, 화운량518만돈. 사, 발전상해민항기출경제정책, 제출위료$\ll$진흥상해, 개발포동, 복무전국, 면향세계$\gg$ 화도이십일세기중기국민경제달도중등발달국가수 평굉관전략목표적실현, 제료필수재지도사상상파교통운수진정방도전략 산업지위, 환응재관리체제상채취과단유효적개혁조시, 재기출경제정책 상급여대력부지. 오, 전략목표, 위파상해건설성위태평양서안최대적경제, 김융, 무역적중심, 요구상해항공항성위화동지구통향세계각지항선망출발참, 구성대외개방선면축심, 실현국제항선적함접화국내항반적전항, 형성다축심복사식항선망; 가강기장건설, 개피포동제이국제기장건설, 괄응포동개발경제발전적수요.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.97-115
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• 2013

The world-wide principal criteria of aircraft operations is ICAO Annex 6. Operations of Aircraft. Among ICAO Annex 6, Part I is for International Commercial Air Transport - Aeroplanes and it assumes major part of civil aviation. ICAO has been providing Contracting States with SARPs(Standards and Recommended Practices) and monitor each State's reflection degree into their domestic air law, so-called USOAP(Universal Safety Oversight Audit Program). Current ICAO USOAP is Snap-shot method, but it will be changed to USOAP-CMA method from the year of 2013. ICAO USOAP results have overall effects on national aviation industry such as routes, insurance, airlines cooperation and so forth. Low grades of results attract international attention and that leads to flag carrier's operation stoppage, route restriction, airlines cooperation restriction, insurance increase directly or indirectly. Thus it is important to get excellent grades in ICAO USOAP and to maintain confidence. Our government ranked top to get 98.89 grades in 2008 ICAO USOAP but after 2008 the revised provisions have not been reflected sufficiently into our air law. So I would like to grip reflection ratio of ICAO Annex 6 Part I into our domestic air law by using the most updated revised edition on this paper. Together I would like to suggest alternatives for the non-reflected and partially reflected.