• Proceedings of KOSOMES biannual meeting
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• 2017.04a
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• pp.44-44
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• 2017

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2015.10a
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• pp.115-117
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• 2015

몇 년 전까지 북극해항로에 대한 각 국가의 관심이 증가하였다가 여러 가지 사유로 인해 최근에는 관심도가 많이 떨어졌다. 그러나 최근 러시아에서 북극해항로 개발 프로젝트 추진, 항해안전성 확보에 대한 노력 등의 적극적인 활동이 이루어지고 있다. 또한 Polar code 및 극지해역 운항선박의 승무원에 대한 교육의 강제화가 예상되고 있다. 본 연구에서는 향후 극지해역에서 선박운항을 하고자 하는 경우 선박회사에서 고려해야 할 사항에 대하여 다루고자 한다.

• Journal of Advanced Marine Engineering and Technology
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• v.38 no.9
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• pp.1156-1162
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• 2014

To prevent the Sewol incident again, by which the victims are 294 dead and still 10 missing, this study analyzed the change of safety consciousness of passengers onboard ship comparatively before and after the Sewol incident. The survey had performed 2 times at Jeju coastal cruise terminal at February 2014 and May 2014, and effective respondents were 394 and 401, respectively. After the Sewol incidents, the answers' ratio that they would follow the routes that the crews show and they would follow the crews' evacuation guides are decreased 24.5% and 18.5%, respectively. This means that the reliability on the crew members were decreased. Although 77.6% passengers responded that they felt nervousness onboard ship, 60% did not take safety lesson(s) and 45% did not know how to wear a life jacket. And also over 50% did not check the evacuation route map and the location of lifeboat, respectively. Meanwhile, 86.9% respondents answered the system of safey lesson should be changed, which has normally done by TV set.

• Proceedings of the Korean Society of Computer Information Conference
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• 2021.01a
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• pp.175-176
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• 2021

현재 우리의 사회에는 인간보다 기계가 하는 것이 더 효율적인 일에 대해서 많은 부분이 자동화가 되어가고 있다. 그중 떠오르는 미래산업인 항공산업에서 원활한 이/착륙을 위해 승무원들이 항공기 내부를 돌아다니며 승객과 의자 등받이 체크를 하는 등의 과정에서 번거로움과 어느 정도의 시간이 걸리는 것에 대한 문제를 생각했고, 이 문제를 해결하기 위해 승객 탑승 여부, 승객 착석 여부, 안전벨트 착용 여부를 한눈에 볼 수 있게 표시하고, 승무원과 승객의 불필요한 말과 감정을 만드는 일이 줄어들어 승객과 근무하는 승무원 모두 쾌적하고 원활한 비행을 위해 본 연구를 추진하였다.

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.29-73
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• 2012

Aviation safety is the State and industry's top priority and more scientific approaches for fatigue management should be needed. There are lately various studies and regulation changes for crew fatigue management with ICAO, FAA and EASA. ICAO issued the provisions of fatigue management for flight crew since 1st edition, 1969, of Annex 6 operation of aircraft as a Standards and Recommended practice(SARPs). Unfortunately, there have been few changes and improvement to fatigue management provisions since the time they were first introduced. However the SARPs have been big changed lately. ICAO published guidance materials for development of prescriptive fatigue regulations through amendment 33A of Annex 6 Part 1 as applicable November 19th 2009. And then ICAO introduced additional amendment for using Fatigue Risk Management System (FRMS) with $35^{th}$ amendment in 2011. According to the Annex 6, the State of the operator shall establish a) regulations for flight time, flight duty period, duty period and rest period limitations and b) FRMS regulations. The Operator shall implement one of following 3 provisions a) flight time, flight duty period, duty period and rest period limitations within the prescriptive fatigue management regulations established by the State of the Operator; or b) a FRMS; or c) a combination of a) and b). U.S. FAA recently published several kinds of Advisory Circular about flightcrew fatigue. U.S. passed "Airline Safety and FAA Extension Act of 2010" into law on August 1st, 2010. This mandates all commercial air carriers to develop a FAA-acceptable Fatigue Risk Management Plan(FRMP) by October 31st, 2010. Also, on May 16, 2012, the FAA published a final rule(correction) entitled 'Flightcrew Member Duty and Rest Requirements; correction to amend its existing prescriptive regulations. The new requirements are required to implement same regulations for domestic, flag and supplemental operations from January 4, 2014. EASA introduced a Notice of Proposed Amendment (NPA) 2010-14 entitled "Draft opinion of the European Aviation Safety Agency for a Commission Regulation establishing the implementing rules on Flight and Duty Time Limitations and Rest Requirements for Commercial Air Transport with aeroplanes" on December 10, 2010. The purpose of this NPA is to develop and implement fatigue management for commercial air transport operations. Comparing with Korean and foreign regulations regarding fatigue management, the provisions of ICAO, FAA, EASA are more considering various fatigue factors and conditions. Korea regulations should be needed for some development of insufficiency points. In this thesis, I present the results of the comparative study between domestic and foreign regulations in respect of fatigue management crew member. Also, I suggest legal proposals for amendment of Korea Aviation act and Enforcement Regulations concerning fatigue management for crew members. I hope that this paper is helpful to change korea fatigue regulations, to enhance aviation safety, and to reduce the number of accidents relating to fatigue. Fatigue should be managed at all level such as regulators, experts, operators and pilots. Authority should change surveillance mind-set from regulatory auditor to expert adviser. Operators should identify various fatigue factors and consider to crew scheduling them. Crews should strongly manage both individual and duty-oriented fatigue issues.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.291-314
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• 2018

In recent 3 years, Korea's low-cost airlines have expanded their areas of passenger transportation not only to domestic market but also to Japan, China, Southeast Asia and US territory as a total of 6 companies (8 airlines including small air operation business carriers). Currently, three more airlines have filed for air transportation business certification as future low-cost carriers, and this expansion is expected to continue. To cope with the aggressive airline operations of domestic and foreign low-cost carriers and to enhance their competitiveness, each low-cost airline is taking a number of strategies for promoting cabin service. Therefore, the workload of the cabin crew is increased in proportion to the expansion, and the fatigue directly connected with the safety task performance is increased. It is stipulated in the Enforcement Regulations of the Korea Aviation Safety Act that at minimum, one cabin crew is required per 50 passenger seating capacity, and all low cost carriers are boarding only the minimum cabin crew. Sometimes it is impossible for them to sit in a floor level emergency exit for evacuation, which is the main task of the cabin crew, and this can cause confusion among evacuating passengers in the event of an emergency. In addition, if one of the minimum cabin crew becomes incapacitated due to an injury or the like, it will become a serious impediment in performing emergency evacuation duties. Even in the normal situation, since it will be violating the Act prescription on the minimum cabin crew complement, passengers will have to move to another available airline flights, encountering extreme inconvenience. Annex 6 to the Convention on International Civil Aviation specifies international standards for the determination of the minimum number of cabin crew shall be based only on the number of passenger seats or passengers on board for safe and expeditious emergency evacuation. Thereby in order to enhance the safety of the passengers and the crew on board, it is necessary to consider the cabin crew's fatigue that may occur in the various job characteristics (service, safety, security, first aid)and floor level emergency exit seating in calculating the minimum number of cabin crew. And it is also deemed necessary for the government's regulatory body to enhance the cabin safety for passengers and crew when determining the number of minimum cabin crew by reflecting the cabin crew's workload leading to their fatigue and unavailability to be seated in a floor level emergency exit on low cost carriers.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.38 no.4
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• pp.385-391
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• 2014

A wheeled armored vehicle is a military vehicle that has been developed to enhance combat capabilities and mobility for the army. The wheeled armored vehicle has a high center of gravity, and it operates on unpaved and sloped roads. Therefore, this vehicle has a high risk of rollover crashes. To design the interior of the military vehicle, the crew's safety during rollover crashes is an important factor. However, actual vehicle tests for design are extremely expensive. In this paper, nonlinear dynamic analysis is performed to simulate the rollover crashes and the passenger injury is assessed for a wheeled armored vehicle. The scope of this research is the rollover condition, FE modeling of the wheeled armored vehicle and the dummy, arrangement of dummies, assessment of passenger injuries, and simulation model for rollover crashes.

• Journal of the Korean Society of Marine Environment & Safety
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• v.9 no.1
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• pp.17-23
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• 2003

With the terrorist attacks on 11 September 2001, the ships and their crew' safety and security have become a major issue in the maritime industries, In high-risk terrorism, not only ship owners and port authorities but also crew members on board should take precautions in the conduct of their business. In this paper, the vulnerability and essential elements in overall security of merchant ship are analyzed with a discussion in depth of the concept and principles of maritime security of merchant ship are analyzed with a discussion in depth of the concept and principles of maritime security management. And then, ship's security model and security system to reduce security rish and to minimize damage are proposed.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.4
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• pp.117-123
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• 2021

A startup airline is motivating its flight attendants to do voluntary and effective safety behavior as well as setting up safety culture in its organization at the same time in the early stage of revenue-flight service due to the lack of flight operation experience compared to competing airlines. Based on the sample of flight attendants from a startup airline, this paper tried to perform empirical analysis which focused on relationship among safety leadership, safety motivation and safety behavior. According to empirical analysis, it was proven psychological resources had a significantly positive effect on work engagement. Work engagement is proven to have a significantly positive effect on both flight attendants' safety motivation and their safety work. It was also implied that flight attendants couldn't understand a contradictory attitude of their leaders because leaders had them focus on safety work engagement while not providing enough human resource and capital. In addition, it was found leader's excessive emphasizing safety policy might not result in flight attendants' safety behavior.

• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.39-77
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• 2019

Crew members engaged in international air transportation provide work in many countries due to the nature of their work. According to the Private International Act, the place where the employee habitually carries out his/her work plays an important role in the determination of the governing law of the international labor contract (Article 28, Paragraph 2) and in the decision of international jurisdiction (Article 28, Paragraphs 3 and 4). The concept of the place where the employee habitually carries out his/her work was proposed by the EU to determine international jurisdiction and governing law. In international aviation law, the legislative purpose of the place where the employee habitually carries out his/her work is different from that of home base, which is a concept introduced for fatigue management of the crew in order to secure the aviation safety; thus the place where the employee habitually carries out his/her work and home base are not the same concept. In order to determine the place where the employee habitually carries out his/her work, following matters should be considered comprehensively; (i) where the crew starts and ends work, (ii) where the aircraft the crew is performing work on is primarily parked, (iii) where the crew is informed of the instructions and organizes his/her work activities, (iv) where the crew is obliged to reside according to the labor contract, (v) where there is an office provided by the employer and available to the crew, (vi) where the crew is obliged to be when he/she is ineligible for the work or subject to discipline. However, since all of the above items are the same as the location of the home base, it is reasonable to consider the home base as the most important factor when deciding on the place where the employee habitually carries out his/her work. In contrast, the state where the aircraft is registered (Article 17 of the Chicago Convention), should not be regarded as a place of where the employee habitually carries out his/her work. In this case, CJEU provided the first judging standard for the concept of the place where the employee engaged in international air transportation habitually carries out his/her work. It is the interpretation of the Brussels regulations which became a model -for the Korean Private International Act,- so it would be helpful to understand the concept of the place where the employee habitually carries out his/her work.