• Proceedings of the Korean Society of Computer Information Conference
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• 2020.01a
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• pp.239-240
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• 2020

본 논문에서는 기존의 TCP/IP 환경에 새로운 프로토콜을 적용하여 외부의 해킹으로부터 보다 안전한 형태의 다중 시스템을 설계하고 이를 이용한 강력한 인증시스템을 제안한다. 기존 네트워크 보안이 차세대 네트워크에 미치는 영향에 대한 연구의 필요성도 매우 높아지고 있다. 또한 IP 주소 기반의 서비스 운용으로, 대형 다수의 통신요구에 대해 서비스 불가 문제점 보유, 최근 대형 통신사 중심으로 탈 TCP/IP 연구가 활발히 진행 중으로 현재 인터넷의 표준으로 사용되고 있는 TCP/IP 프로토콜이 원초적으로 보안에 대한 취약한 문제점 보유하고 있어 이를 해결하기 위한 방안 연구 진행 중에 차세대 네트워크를 활용하여 보다 효율적이고 원활한 서비스 활용 및 기존 TCP/IP가 보유한 근본적인 문제점으로 인해 발생하고 있는 해킹에 대한 방지 방안 모색 필요하다. 따라서 본 논문에서는 조직 및 법·제도 관점에서 효율적인 네트워크 체계의 SW 관리 차원의 발전방향을 제시하기 위해 국내외에서 진행되고 있는 차세대 네트워크의 SW 관리 체계의 현황조사 및 문제점 도출하며 이를 보다 안정하게 활용할 수 있는 새로운 형태의 네트워크를 설계하고 제안하는 것을 나타낸다.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.3-32
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• 2014

Safety Management System is the aviation industry policy for while operating the aircraft, to ensure the safety crew, aircraft and passengers. For operating a safe aircraft, in order to establish the international technical standards, the International Civil Aviation Organization has established the Annex 19 of the Convention on International Civil Aviation. As a result, member country was supposed to be in accordance with the policy of the International Civil Aviation Organization, to accept the international standard of domestic air law. The South Korean government announced that it would promote active safety management strategy in primary aviation policy master plan of 2012. And, by integrating and state safety programmes(ssp) and safety management system(sms) for the safe management of Annex 19 is to enforce the policy on aviation safety standards. State safety programmes(ssp) is a system of activities for the aim of strengthening the safety and integrated management of the activities of government. State safety programmes(ssp) is important on the basis of the data of the risk information. Collecting aviation hazard information is necessary for efficient operation of the state safety programmes(ssp) Korean government must implement the strategy required to comply with aviation methods and standards of the International Civil Aviation Organization. Airlines, must strive to safety features for safety culture construction and improvement of safety management is realized. It is necessary to make regulations on the basis of the aviation practice, for aviation safety regulatory requirements, aviation safety should reflect the opinion of the aviation industry.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.117-144
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• 2013

The MOLIT is also establishing the flight safety standards for UAV within the current Aviation Law. Accordingly the required flight criteria includes operator location, mission operation limit, equipment, etc. which are the principle and standard applied based on the airspace use for UAV. Also, general flight rules, visual flight rules, instrument flight rules are required to be applied to the actual flight. Besides, an appliance regulation needs to be arranged regarding two-way communication, ATC and communication issue, airspace and area in-flight between UAS(Unmanned Aircraft System) users. An operation of the UAV in the air significantly requires the guarantee of the aircraft's capacity, and also the standardized flight criteria. A safe and smooth use is ensured only if this criteria is applied and understood by the entire airspace users. For the purpose, a standardized military UAV flight operations criteria and a law complementary scheme.

• Korean Security Journal
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• no.11
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• pp.203-226
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• 2006

A highly sophisticated expertise and systematic and integrated management of security operation are essential for a crowded stadium. a special object of security guarding. Nonetheless, the recent incident in a singing concert hall reveals the overall problem like the lacking safety management system. lacking deployment of professional security personnel, absence of safety manuals and safety measures, as well as the lack of professionalism of private sector security companies. In this study, we presented three categories that needed improvement, like the legal and institutional improvement, improvement of policy and improvement of operation which are required to set up the model to operate the optimal private sector security duties. For the revision of law and institution for a better and more desirable method, we discussed the revision of related laws and regulations pursuant to the security operation at places where events are held, including the revision of law on security guarding work, regulation on common housing management, uniformity of security guarding, and law on performance. For the improvement of policies, we discussed the introduction of security consultants, strengthening the security instructor system, expansion of relevant organizations, establishment of mutual cooperation, privatization of profitable events, improvement of awareness about the security activities provided by private sector, policy for the professionalism of private security operation, expansion of security exhibition and seminar. For the improvement of operation. we discussed professional security techniques. such as the technique of security consulting, the application of CPTED technique, the technique for the integration of system, the method of operation, the establishment of a system to support public security operations and volunteers, establishment of a manual for security guarding performance, modernization and high tech-oriented equipment, organization of security guarding entity in which the industry, academic society and government participates together.

• Journal of Korean Society of Disaster and Security
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• v.7 no.2
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• pp.17-24
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• 2014

Recently, many accidents occur frequently because sprinklers aren't installed or don't work right when there are outbreak of fire in houses and aggregate buildings. Therefore, they can result in damage for humans and loss of property. Sprinklers are the most appropriate which can extinguish buildings' fire in the initial stages. Through lack of legal system, in domestic cases, sprinklers cannot operate their inherent performance. Domestic standard simply classifies installation objects according to types of business and forms of buildings, also divides into uses and floors of buildings. Especially it only regulates that sprinklers must be installed every floors in particular fire buildings that have more than eleven floors. While it doesn't need to install sprinklers below ten floors, so we are threatened the safety. In this study, we derived causes and implications by analyzing concepts of sprinklers facilities, installation standards in domestic and foreign legal system, and recent cases that expanded damages in fire accidents because of weak point of installation and control standards. In domestic cases, as a result, government has to provide an institutional strategy and law that regulate duty to install sprinklers to all aggregate buildings regardless of floors in terms of new buildings. Also, if someone who has existing buildings wanted to install them, government would guarantee subsidy to encourage installation. In addition, government supervises fire-fighting activities when there are fire by compensating standards about regular inspection by a qualified technician, operation and maintenance of sprinklers as well as reinforcement of administrative criteria.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.39
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• pp.313-344
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• 2008

The role of Customs Service has changed significantly in recent times, and what may represent core business for one administration may fall outside the sphere of responsibility of another. This is reflective of the changing environment in which customs authorities operate, and the corresponding changes in government priorities. Since the terrorist attacks on the United States in 2001, customs administrations around the world have been developing AEO programs in which they grant AEO status to operators who are well-compliant with the supply chain security standards. These programs also provide such operators with trade facilitation measures under the customs procedures, acknowledging the importance of ensuring secure and facilitated trade. Thus, this paper analysed leading countries's AEO program regime focused on the two fold : (1)provide an overview and present a implication of its AEO program ; (2)offer an appropriate proposal to Korea Customs Service's new program.

• KOREAN POULTRY JOURNAL
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• v.48 no.8
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• pp.128-131
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• 2016

정부는 지난해 11월 국민들이 즐겨 찾는 간식거리인알 가공품의 위생안전 수준을 근본적으로 높이기 위해 '16년부터 2단계에 걸쳐 HACCP 의무화를 추진하겠다는 내용이 포함된 축산물위생관리법 시행규칙 개정안을 입법예고하였다. 개정안을 살펴보면 알 가공품 제조업체의 HACCP 의무화 적용 시기는 연 매출 1억 원 이상이면서 종업원 5인 이상인 경우 '16년 12월 1일부터, 그 외의 알가공장에는 '17년 12월 1일부터로 2단계로 나눠 추진된다. 알가공업체는 '16년 1월 기준 132개소로 49개소가 HACCP 인증을 받은 업체이고 83개는 미인증업체다. 이중 40개소가 '16년 12월, 43개소가 2017년 12월 1일부로 HACCP을 의무적으로 적용해야 한다. 이번호에는 지난 '14년 축산물 HACCP운용 우수작업장으로 선정된 (주)풍림푸드(대표이사 정연현 대표이사 사 정연현, 이하 풍림푸드)를 소개코자 한다.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.225-285
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• 2017

In regard to the regulations related to the RPA(Remotely Piloted Aircraft), which is sometimes called in other countries as UA(Unmanned Aircraft), ICAO stipulates the regulations in the 'RPAS manual (2015)' in detail based on the 'Chicago Convention' in 1944, and enacts provisions for the Rules of UAS or RPAS. Other contries stipulates them such as the Federal Airline Rules (14 CFR), Public Law (112-95) in the United States, the Air Transport Act, Air Transport Order, Air Transport Authorization Order (through revision in "Regulations to operating Rules on unmanned aerial System") based on EASA Regulation (EC) No.216/2008 in the case of unmanned aircaft under 150kg in Germany, and Civil Aviation Act (CAA 1998), Civil Aviation Act 101 (CASR Part 101) in Australia. Commonly, these laws exclude the model aircraft for leisure purpose and require pilots on the ground, not onboard aricraft, capable of controlling RPA. The laws also require that all managements necessary to operate RPA and pilots safely and efficiently under the structure of the unmanned aircraft system within the scope of the regulations. Each country classifies the RPA as an aircraft less than 25kg. Australia and Germany further break down the RPA at a lower weight. ICAO stipulates all general aviation operations, including commercial operation, in accordance with Annex 6 of the Chicago Convention, and it also applies to RPAs operations. However, passenger transportation using RPAs is excluded. If the operational scope of the RPAs includes the airspace of another country, the special permission of the relevant country shall be required 7 days before the flight date with detail flight plan submitted. In accordance with Federal Aviation Regulation 107 in the United States, a small non-leisure RPA may be operated within line-of-sight of a responsible navigator or observer during the day in the speed range up to 161 km/hr (87 knots) and to the height up to 122 m (400 ft) from surface or water. RPA must yield flight path to other aircraft, and is prohibited to load dangerous materials or to operate more than two RPAs at the same time. In Germany, the regulations on UAS except for leisure and sports provide duty to avoidance of airborne collisions and other provisions related to ground safety and individual privacy. Although commercial UAS of 5 kg or less can be freely operated without approval by relaxing the existing regulatory requirements, all the UAS regardless of the weight must be operated below an altitude of 100 meters with continuous monitoring and pilot control. Australia was the first country to regulate unmanned aircraft in 2001, and its regulations have impacts on the unmanned aircraft laws of ICAO, FAA, and EASA. In order to improve the utiliity of unmanned aircraft which is considered to be low risk, the regulation conditions were relaxed through the revision in 2016 by adding the concept "Excluded RPA". In the case of excluded RPA, it can be operated without special permission even for commercial purpose. Furthermore, disscussions on a new standard manual is being conducted for further flexibility of the current regulations.

• Journal of Advanced Navigation Technology
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• v.27 no.5
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• pp.534-539
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• 2023

Currently, in Korea, to obtain a jet type rating, you must receive training on a small business jet model. The reason is because of the law in the Aviation Safety Act Enforcement Rules 『Appendix 4』 that states, "You must receive at least 2 hours of flight training." In the end, it is acquiring type rating as a small business jet aircraft with relatively low operating costs. The qualifications acquired in this way are different from those for aircraft operated by airlines. However, if you have an initial jet type rating, you can acquire an airline aircraft qualification just by training on a simulator, so airlines want you to have at least a small-jet type rating. However, in the United States and Australia, there is a system in place to acquire initial jet type rating through simulator training without actual flight training.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.6
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• pp.639-652
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• 2023

The fundamental background behind the introduction of the fishing vessel system is to allow petty small fishers to engage in pure fishery business activities with fishing vessels during normal times and engage in fishing vessel business only during specific periods (closed fishing season, etc.) thereby granting a qualification as an auxiliary tool for the economic activities of petty small fishers. In addition, fishing boats are allowed to engage in excursion ship activities using fishing vessels registered under the Fishing Vessels Act, the form of fishing vessels should also have a general and universal structure that is practically easy to engage in fishing activities in the field in accordance with the relevant regulations. However, most fishing vessel proprietors are currently focusing only on increasing income, and rather than building fishing vessels in a reasonable form suitable for the original purpose of general fishing vessels, they prefer an abnormal hull form equivalent to expediency, that is biased hull structure biased toward the fishing vessel business. As a result, it is causing serious problems in safety management as well as conflict [damaging relative equity in government support measures (tax-free oil supply, etc.), and depletion of livelihood-type fish stocks] with fishing vessel forces who consider the fishing vessel business only to be a part of the side job among all fishery business activities. Meanwhile, the most fundamental cause of this problem is that the current Fishing Management and Promotion Act, limits the concept of fishing vessels to fishing vessels registered under the Fishing Vessels Act, and applies survey standards accordingly. Accordingly, in this study, through analysis of the distribution status of fishing vessels, structural characteristics, operation status of fishing vessels, and the government's fishing promotion policies, etc., the relevant laws (regulations) have been reorganized to suit the current reality of the concept of fishing vessels to separate the current fishing vessel from fishing vessels and operate it as a fishing-only vessel.