• Journal of Advanced Navigation Technology
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• v.28 no.3
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• pp.272-277
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• 2024

In most countries, instrument flight procedures are designed by applying one of the following standards: the International Aviation Organization's DOC 8168, Air Navigation Services and Operation Procedures (PANS-OPS), or the US Federal Aviation Administration's TERPS, Terminal Procedures. In particular, the circling approach procedure has many differences between the two standards, and the US terminal procedure (TERPS) has become more complicated since 2013 by applying expanded standards depending on altitude. The circling approach procedures are more risky than straight-in approach procedures because it involves maneuvering the aircraft close to the ground at low energy for landing. In order to accurately understand these differences, this study provides to distinguish by what criteria the circling approach procedure is designed according to individual domestic airports in Korea, to calculate the radius for the range of circling approach areas that guarantee minimum obstacle avoidance during circling approach maneuvers, and to present methods for performing safe circling approach procedures.

• Journal of Aerospace System Engineering
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• v.17 no.6
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• pp.118-126
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• 2023

Most of the aerospace industries establish the SAE AS9100 Quality Management System, and acquire commercial certification by the 3rd party. Nevertheless, they repeatably have to cope with similar quality system evaluation by the airworthiness authority for the production certificate, parts manufacturer approval, and technical standard order authorization in accordance with the applicable regulations. The current quality system evaluation criteria of the airworthiness authority could be recommended for reforms in order to reduce duplication and correspond to the industrial development and environmental changes. In this paper, we propose measures to reform the authority's evaluation criteria through comparative analysis among the IAQG SAE AS9100, the FAA quality system codes, and the MOLIT ACSEP requirements.

• Journal of Korean Society of Transportation
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• v.32 no.5
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• pp.431-440
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• 2014

According to the State Safety Program (SSP) of the International Civil Aviation Organization (ICAO), it is essential to establish and manage Safety Performance Indicators (SPIs) which are used for monitoring the safety performance to achieve the national aviation safety goal. There have been enormous efforts to develop the framework of SPIs by considering the current status for each country. In case of Republic of Korea, however, there has been limited research and policy projects related to the framework for SPIs. Furthermore, Korea has used identical SPIs since the SSP was legislated in 2008. With this background, this research is, as part of strategy for the state level of SPI development, the study cases of advanced aviation countries for SPI development plans, such as the European Aviation Safety Agency (EASA) of the EU, the Civil Aviation Authority (CAA) of the UK, the Finish Transport Safety Agency (FTSA) of the Finland and the Federal Aviation Administration (FAA) of the U.S. The comparison between the foreign and domestic policies for SPI development strategies are provided in the conclusion of this study. The results and analyses of the case studies performed in this research will be helpful to provide some valuable development strategies for further SPI research in Korea.

• Journal of Advanced Navigation Technology
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• v.27 no.3
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• pp.255-261
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• 2023

A main purpose of this research was to analyze environmental factors to influence helicopter accidents contrary to the fact that the almost 80% of helicopter accidents happened due to pilots' human errors. There have been about 14 helicopter accidents in civil aviation sector last decade. It is noteworthy that nine of 14 accidents happened during the external sling load operation. Moreover, there is no law or regulation which could cover the helicopter external sling load operation or human external cargo in Korea. In this paper, it was analyzed the training and education regulations regarding helicopter external sling load operation or human external cargo in regulations of FAA and EASA, Based on analyzing and comparing the FAR part 133 and domestic aviation law (aviation safety act and flight safety regulations), it was found out the implication how to apply helicopter type rating for external sling load operation and human external cargo operation. To sum up, this paper expect central government should cooperate and amend aviation law which apply external sling load operation and external cargo to establish sound safety culture in Korea.

• Journal of Advanced Navigation Technology
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• v.17 no.6
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• pp.798-803
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• 2013

In this paper, the activities of North America to enhance the flight safety of helicopter were introduced. In North America, by 2009, 49% of worldwide civil helicopters are in operation. The development trends of North America to enhance the flight safety of helicopter are expected to have a significant impact to the other helicopter operating areas. The analysis of the case of Gulf of Mexico where large fleet of Helicopter in operations, FAA's NextGen program, and the Canadian plan to comply with the ICAO's Aviation System Block Upgrades plan shows the direction of helicopter avionic development for enhancing the flight safety of helicopter.

• Journal of Korean Society of Transportation
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• v.21 no.1
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• pp.7-19
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• 2003

The airspace has to be designed considering the flight safety and economic efficiency of aircraft operators. The International Civil Aviation Organization(ICAO) published standards and recommended practices for safe design of the airspace. Each contracting country must follow the ICAO standards in designing the airspace for the utilization of civil aviation. Normally each member establishes its own standards and national aviation law for the safe and efficient design of the airspace, regarding the ICAO standards. However, our government has not developed yet clear and detailed standards and regulation system for airspace design. This might lead to aviation accidents and disputes between operators of aviation system This study is to review the characteristics of ICAO standards and a legal problem related to application of international standards for airspace design. Specifically this research analyzed the case of airspace design and operation of a domestic airport. The results of analysis are as follow: (1) per the safety of civil aviation, it is very required to establish national regulation system to follow ICAO standards in designing airspace, (2) It is also necessary to establish separate procedure for civil aircraft in military air base, when the aerodrome is co-used by military and civil aircraft. If the same procedure for military aircraft is applied to civil aircraft, it is necessary to make clear what the design concept is, (3) and the differences from ICAO standards have to be publicly known.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.2
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• pp.135-161
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• 2014

An unmanned aerial vehicle (UAV), commonly known as a drone and also referred to as an unpiloted aerial vehicle and a remotely piloted aircraft (RPA) by the International Civil Aviation Organization (ICAO), is an aircraft without a human pilot aboard. ICAO classify unmanned aircraft into two types under Circular 328 AN/190. Unmanned aircraft, which is the core of the development of the aviation industry. However, there are also elements of the legal dispute. Unmanned aircraft are manufactured in small size, it is possible to shoot a record peripheral routes stored in high-performance cameras and sensors without the consent of the citizens, there is a risk of invasion of privacy. In addition, the occurrence of the people of invasion of privacy is expected to use of civilian unmanned aircraft. If the exposure of private life that people did not want for unmanned aircraft has occurred, may occur liability to the operator of unmanned aircraft, this is a factor to be taken into account for the development of unmanned aircraft industry. In the United States, which is currently led by the unmanned aircraft industry, policy related to unmanned aircraft, invasion of privacy is under development, is preparing an efficient measures making. Unmanned aircraft special law has not been enforced. So there is a need for legal measures based on infringement of privacy by the unmanned aircraft. US was presented Privacy Protection Act of unmanned aircraft (draft). However Korea has many laws have been enacted, to enact a new law, but will be able to harm the legal stability, there is a need for the enactment of laws for public safety of life. Although in force Personal Information Protection Law, unmanned aerospace, when the invasion of privacy occurs, it is difficult to apply the Personal Information Protection Law. So, it was presented a privacy protection bill with infringement of privacy of unmanned aircraft in the reference US legislation and the Personal Information Protection Act.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.2
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• pp.225-246
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• 2020

More than technical or academic matter, mitigation of height restriction around airports is about up-dating out-dated policies that have not kept up with rapidly developing aircraft and air traffic control technologies. Above all, instead of calling out 'flight safety' that the public do not comprehend, it is important to examine and carry out measures that can protect people's right of property. MOLIT(Ministry of Land, Infrastructure, and Transport) after reviewing ICAO's Obstacle Limitation Surface TF, made an announcement to provide further plans that would apply to contracting states from 2026. However, residents of redevelopment areas near Kimpo international airport asserted that MOLIT's policy overlooks the reality of the redevelopment zone. ICAO, UN's specialized agency for civilian aviation, recommends in Annex 14, 4.2.4 that contracting states conduct an aeronautical study to determine the flight safety of horizontal surface(45m), excluding approach surface, and to mitigate height restrictions if no threat is found. Numerous countries including the United States have been following this recommendation and have been able to effectively protect people's right of property, whereas the South Korean government have not following it so far. The number of height restriction mitigation cases in the recent three months (2019. 7. 15~10. 14.) FAA of the United States have allowed after conducting an aeronautical study reaches 14,706. Japan and Taiwan also reconstruct airspace around airports in metropolitan areas in order to protect people's right of property. Just as the United States is following, MLIT should follow ICAO's recommendation in Annex 14. 4.2.4(Vol. 1. Airport Construction / Operation) and protect people's right of property by first applying aeronautical studies to the horizontal surface(45m) of flight safety zones until the specifics of ICAO's 2026 TF materialize.