• The Korean Journal of Air & Space Law and Policy
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• v.22 no.2
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• pp.85-108
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• 2007

동북아시아지역에서 인천국제공항이 최고의 허브공항으로서 역할을 위해서는 무엇보다도 환승율에 대한 연구가 필요하다고 판단된다. 인천국제공항은 2005년도에 3,054,485만명의 환승여객을 처리하여 환승율은 11.9% 를 기록하였는데 이는 동북아시아의 경쟁허브공항의 환승율인 30-40%와 비교해보면 공항경쟁력이 상당히 뒤쳐진다고 할 수 있다. 이러한 약점을 보완하기 위하여 여러 가지 관련 인자들을 검토하는 것이 중요하다고 판단되어지는데 그중에서 인천국제공항의 비행편최소연결시간(MCT)을 개선하는 것이 필요하다. 이러한 문제를 개선하기 위해서는 항공기 스케줄, 항공사 배치, 게이트 배정방법, 수하물처리, 여객 동선 등이 함께 검토되어야 할 것이다. 그러나 이러한 인자들에 대한 세부적인 분석이 단기간에 걸쳐 해결되는 문제가 아니기 때문에 본 연구에서는 외국 허브공항의 MCT 수준, 관리방법, 국외사례 등을 고찰해 보고 동북아시아에서 허브공항을 향한 인천국제공항의 환승율 제고차원에서 정책적 방안을 제시하고자 한다.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.1
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• pp.67-95
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• 2014

Some Contracting States of the Chicago Convention issue FAOC(Foreign Air Operator Certificate) and conduct various safety assessments for the safety of the foreign operators which operate to their state. 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. FAOC also burdens the other contracting States to the Chicago Convention due to additional requirements and late permission. EASA(European Aviation Safety Agency) is a body governed by European Basic Regulation. EASA was set up in 2003 and conduct specific regulatory and executive tasks in the field of civil aviation safety and environmental protection. EASA's mission is to promote the highest common standards of safety and environmental protection in civil aviation. The task of the EASA has been expanded from airworthiness to air operations and currently includes the rulemaking and standardization of airworthiness, air crew, air operations, TCO, ATM/ANS safety oversight, aerodromes, etc. According to Implementing Rule, Commission Regulation(EU) No 452/2014, EASA has the mandate to issue safety authorizations to commercial air carriers from outside the EU as from 26 May 2014. Third country operators (TCO) flying to any of the 28 EU Member States and/or to 4 EFTA States (Iceland, Norway, Liechtenstein, Switzerland) must apply to EASA for a so called TCO authorization. EASA will only take over the safety-related part of foreign operator assessment. Operating permits will continue to be issued by the national authorities. A 30-month transition period ensures smooth implementation without interrupting international air operations of foreign air carriers to the EU/EASA. Operators who are currently flying to Europe can continue to do so, but must submit an application for a TCO authorization before 26 November 2014. After the transition period, which lasts until 26 November 2016, a valid TCO authorization will be a mandatory prerequisite, in the absence of which an operating permit cannot be issued by a Member State. The European TCO authorization regime does not differentiate between scheduled and non-scheduled commercial air transport operations in principle. All TCO with commercial air transport need to apply for a TCO authorization. Operators with a potential need of operating to the EU at some time in the near future are advised to apply for a TCO authorization in due course, even when the date of operations is unknown. For all the issue mentioned above, I have studied the function of EASA and EU Regulation including TCO Implementing Rule newly introduced, and suggested some proposals. I hope that this paper is 1) to help preparation of TCO authorization, 2) to help understanding about the international issue, 3) to help the improvement of korean aviation regulations and government organizations, 4) to help compliance with international standards and to contribute to the promotion of aviation safety, in addition.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.1
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• pp.3-30
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• 2011

According to the Article 86 of the United Nations on the Law of the Sea(UNCLOS) the provisions of high seas apply to all parts of the sea that are not included in the exclusive economic zone, in the territorial sea or in the internal waters of a State, or in the archipelagic waters of an archipelagic State. Article 87 also stipulates the freedom of the high seas. International laws on the flight over the high seas are found as follows; Firstly, as far as the nationality of the aircraft is concerned, its legal status is quite different from the ship where the flags of convenience can be applied practically. There is no flags of convenience of the aircraft. Secondly, according to the Article 95 of UNCLOS warships on the high seas have complete immunity from the jurisdiction of any State other than the flag State. We can suppose that the military(or state) aircraft over the high seas have also complete immunity from the jurisdiction of any State other than the flag State. Thirdly, according to the Article 101 of UNCLOS piracy consists of any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making it a pirate ship or aircraft. We can conclude that piracy can de done by a pirate aircraft as well as a pirate ship. Fourthly, according to the Article 111 (5) of UNCLOS the right of hot pursuit may be exercised only by warships or military aircraft, or other ships or aircraft clearly marked and identifiable as being on government service and authorized to that effect. We can conclude that the right of hot pursuit may be exercised only military aircraft, or aircraft clearly marked and identifiable as being on government service and authorized to that effect. Fifthly, according to the Article 110 of UNCLOS a warship which encounters on the high seas a foreign ship, is not justified in boarding it unless there is reasonable ground for suspecting that: (a) the ship is engaged in piracy, (b) the ship is engaged in the slave trade, (c) the ship is engaged in an authorized broadcasting and the flag State of the warship has jurisdiction under article 109, (d) the ship is without nationality, or (e) though flying a foreign flag or refusing to show its flag, the ship is, in reality, of the same nationality as the warship. These provisions apply mutatis mutandis to military aircraft. Sixthly, according to the Article 1 (5)(dumping), 212(pollution from or through the atmosphere), 222(enforcement with respect to pollution from or through the atmosphere) of UNCLOS aircraft as well as ship is very much related to marine pollution. Seventhly, as far as the crime on board aircraft over the high seas is concerned 1963 Convention on the Offences and Certain Other Acts Committed on Board Aircraft(Tokyo Convention) will be applied, and as for the hijacking over the high seas 1970 Convention for the Suppression of Unlawful Seizure of Aircraft(Hague Convention) and as for the sabotage over the high seas 1971 Convention for the Suppression of Unlawful Acts Against the Safety of Civil Aviation(Montreal Convention) will be applied respectively. These three conventions recognize the flag state jurisdiction over the crimes on board aircraft over the high seas. Eightly, as far as reconnaissance by foreign aircraft in the high seas toward the coastal States is concerned it is not illegal in terms of international law because its act is done in the high seas. Ninthly as for Air Defence Identification Zone(ADIZ) there are no articles dealing with it in the 1944 Chicago Convention. The legal status of the foreign aircraft over this sea zone might be restricted to the regulations of the coastal states whether this zone is legitimate or illegal. Lastly, the Arctic Sea is the frozen ocean. So the flight over that ocean is the same over the high seas. Because of the climate change the Arctic Sea is getting melted. If the coastal states of the Arctic Sea will proclaim the Exclusive Economic Zone(EEZ) as the ocean is getting melted, the freedom of flight over that ocean will also be restricted to the regulations of the coastal states.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.2
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• pp.123-129
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• 2012

Cabotage means transportation of cargoes or passengers between two points within same country by vessel or aircraft which registered to foreign country. Cabotage regulation has justified by the protectionism in economic aspect and by national security in the defence of a country, thus most world's major countries including United States of America, Japan and European Union(outside EU) are executing cabotage. Even though Korean's controlled fleet ranked to 5th in the world, shortage and ageing of Korean domestic seafarers came to the restricted factor in the Korean domestic shipping. Resultingly Korean government permitted 530 Myanmarese and Indonesian seafarers to come on board in domestic vessel. In regarding to the Korean law, there are no direct relationship between boarding foreign crew in domestic vessel. However the baxic concept of cabotage will be spoiled by boarding foreign crew under the regulation of cabotage, so special treatment should be needed to cover the problems in coastal shipping arose form them. To minimize the problems derived from foreign crew, following actions are recommended; first, management skills of foreign crew are needed to overcome differences of communication and culture; second foreign crew supporting center should be established to counsel their difficulties; third, high level of manning companies should be promoted; forth, stabilized crew supply should be guaranteed by improving employment condition; finally, memorandum of understanding should be concluded between two countries to prevent seceders.

• The Journal of the Korea Contents Association
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• v.7 no.9
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• pp.194-203
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• 2007

This paper investigates how airline service quality determines airline image and passengers' future behavioural intentions. To investigate the effect of airline service quality, Structural Equation Modeling using a maximum likelihood estimator, was applied to data collected from Korean international air passengers who have used Korean Airlines, Asiana Airlines, and other foreign airline. It was found that there were significant relationships between the variables. The dimension of in-flight service and the dimension of customer and flight related service were each found to have a positive effect on airline image. In addition, airline image had a significant positive influence on Korean international air passengers' future behavioural intentions.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.3-51
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• 2017

From a historical point of view, while the Warsaw Convention was passed in 1924 to regulate the unified judicial responsibility in the global air transportation industry, protection of airline consumers was somewhat lacking in protecting air carriers. In principle, the air carrier does not bear any obligation or liability when the aircraft is not operated normally due to natural disasters such as typhoon or heavy snowfall. However, in recent years, in developed countries such as the US and Europe, there has been a movement in which regulates the air carriers' obligation to protect their passengers even if there is no misconduct or negligence. Furthermore, the legislation of such advanced countries imposes an obligation on the airlines to compensate the loss separately from damages in case the abnormal operation of the aircraft is not caused by force majeure but caused by their negligence. Under this historical and international context, Korea is also modifying the system of aviation consumer protection by referring to other foreign legislation. However, when compared with foreign countries, our norm has a few drawbacks. First, the airline's protection or care obligations are mixed with the legal liability for damages in the provision, which seems to be due to the lack of understanding of the airline's passenger protection obligation. The liability for damages, which is governed by the International Convention or the Commercial Act, shall be determined by judging the cause of the airline's liability in respect of the damage of the individual passenger in the course of the air transportation. However, the duty to care and the burden for compensation shall be granted to all passengers who feel uncomfortable with the abnormal operation regardless of the cause of the accident. Also, our compensation system for denied boarding due to oversale is too low compared to the case of foreign countries, and setting the compensation amount range differently based on the time for the re-routing is somewhat unclear. Regarding checked-baggage claim, it will be necessary to refund the fee only from the fact that the baggage is delayed without asking whether there is any damage occurred from the delayed baggage. This is the content of the duty to care, which is different from the current Commercial Act or the international convention, in which responsibility is different depending on whether the airline takes all the necessary measures in order to prevent delaying of the baggage. The content of force majeure, which is a requirement for exemption from the obligation to care passengers on the airplane, shall be reconsidered. Maintenance for safe navigation is not considered to be included in force majeure, and connection to airplanes, airport conditions are disputable. According to the EC Regulation, if the cause of the abnormal operation of the airline is force majeure, the airline's compensation obligation is exempted but the duty to care of airline company is still meaningful. Furthermore, even if the main role of aviation consumer protection is on an airline, it is the responsibility of government agencies to supervise the fulfillment of such protection obligations. Therefore, it is necessary for the Korean government to actively take measures such as enforcing incentives for airlines that faithfully fulfill their obligation to care and imposed penalties on the contrary.

• The Journal of the Korea Contents Association
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• v.14 no.1
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• pp.466-477
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• 2014

This research aims to analyze the importance-performance among airline selection attributes using foreign tourists. For this purpose, data were collected from Japanese and Chinese tourists to Korea. Of the various airline selection attributes, four factors were deduced that includes: transport service, accompany service, cabin service and basic service using exploratory factor analysis. This study estimated how important airline selection attributes are and how much are they performed. Also, this study analyzed the ranking among each selection attributes using T-test. The importance-performance analysis showed 'Concentrate Here' in quadrant I, 'Keep up the Good Work' in quadrant II, 'Low Priority' in quadrant III and 'Possible Overkill' in quadrant IV. Quadrant I specifically showed low performance in terms of the following specific attributes: communicative convenience, flight attendant's friendliness, seating preference. As these attributes are deemed significant, airline managers should focus along these areas.

• Journal of Korean Society of Transportation
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• v.21 no.6
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• pp.27-42
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• 2003

The basis for planning airport development is the specific demand at peak hour among various aviation demands. The demand at peak hour is regarded to be the source which enables us to estimate the size requirement and capacity of an airport facility. The distribution type of peak hour-operation depends on the difference of aircraft route, geographical location of airport, passengers and cargo. The demand at peak hour is calculated with peak hour factor. So far, the features of peak hour adopted for domestic airport construction plan have been based on the foreign research results. However, it is officially unconfirmed whether the various peak hour characteristics or peak hour factor suggested from foreign studies can be compatible with Korean state or not. In this study, the aircraft operation pattern and the peak hour characteristics are analyzed with hourly data using the operation schedule of an airport for the last 5 years and the actual result statistics of Korean air transportation by airport through the recent 10 Years. After the peak hour factor of the airports is calculated and compared with existing research results, peak hour factor by annual operation frequency is suggested for Korean airports.

• Proceedings of the Korean Vacuum Society Conference
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• 2014.02a
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• pp.468-468
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• 2014

우리나라는 미국, EU, 러시아, 중국, 인도 등 다국간 협력 사업인 국제핵융합실험로(ITER) 사업에 참여하고 있으며, 블랑켓 일차벽 및 시험용 블랑켓 모듈(Test Blanket Module, TBM) 제작기술 개발에 필요한 고열부하 검증시험을 국내에서 자체적으로 실시하기 위한 고열부하시험 시설을 구축하였다. 한국원자력연구원에 설치된 고열부하시험 시설의 주요 사양은 다음과 같다. 열원으로는 전자빔을 사용하며, 빔출력은 최대 300 kW이고, 최대 출력밀도는 $10GW/m^2$이다. 전자빔의 최대 가속전압은 60 kV이고, 최대 조사 면적은 설계상 $70cm{\times}50cm$이다. 고열부하 장비는 핵융합환경과 유사한 고열부하를 시험대상물에 인가하여 접합 및 냉각 성능을 평가하는 장비이며, ITER 블랑켓 및 TBM 일차벽의 경우 약 $0.5MW/m^2$, 가속실험 혹은 사고 시 순간 시나리오 해석을 위해서 $5MW/m^2$까지 고려되기도 한다. ITER 블랑켓 일차벽 제작기술 개발 및 검증(2004~2011)에서는 외국장비(러시아 TSEFEY, 일본 JEBIS, 독일 JUDITH)를 활용하였으나, 고비용 문제와 장비 이용 시간의 제한에 따라 사용이 어려워, 국내에서는 KoHLT-1, 2 장비를 자체 구축하여 활용하여 왔다. 현재는 높은 열부하 인가조건, 약 $5MW/m^2$을 달성하기 위해서 전자빔을 이용한 고열부하시험 장치를 마련하였으며, ITER 블랑켓 일차벽 Semi-Prototype 검증시험, TBM, KSTAR 디버터 실험 등 핵융합로 일차벽 개발에 활용하고 있다. 전자빔, 전원 및 진공 chamber 등 전체 고열부하 시험장치를 구축하여 ITER 장치를 포함해서 토카막 디버터 등 핵융합 플라즈마 대면부품 (Plasma Facing Components, PFC) 재료 개발과 국방, 항공우주 분야의 열유속 게이지 측정법 향상 연구, 로켓 추진 엔진 연소실의 열유속 모니터링 연구, 항공기 프로펠러 연구 등에 활용할 수 있을 것으로 기대된다.

• Proceedings of the Optical Society of Korea Conference
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• 2000.08a
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• pp.102-103
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• 2000

화학레이저는 화학연료의 반응에서 생성되는 막대한 화학에너지를 이용하여 레이저를 발생시키며, 반응하는 화학연료의 양에 따라 수천 kW의 고출력을 낼 수 있는 가장 강력한 레이저이다. 화학레이저인 Chemical Oxygen-Iodine Laser(COIL)는 염소기체(Cl$_2$)를 염기성 과산화수소수 용액과 반응시켜 고에너지의 여기산소(O$_2$($^1$$\Delta$))를 생성시키고 여기산소가 다시 요오드 원자와 반응하면서 1.3 $mu extrm{m}$ 파장의 레이저를 발생시킨다.(1)-(2) 이와같은 COIL 레이저는 발진효율이 높고 포화 강도가 높아 수십 kW 급의 고출력이 용이하게 이루어 질 수 있으며 광섬유 전송시 광손실이 가장 적어 레이저 빔의 원격 전송에 의한 재료가공에 적합한 레이저이다. 가공용레이저로 많이 사용하는 $CO_2$ 레이저에 비해 발진 파장이 짧으므로 재료의 광흡수율이 높아 일반 산업분야의 용접/절단에서 기존의 $CO_2$ 레이저를 대체할 것으로 기대되는 상용성이 큰 레이저이다.(3)-(4) 또한 COIL은 우수한 집속 특성을 유지하면서도 고출력의 개발이 가능하다. 이미 외국에서는 비록 단시간 동안 동작하지만 수백 kW급이 실현되었으며 수천 kW 급 고출력 항공기탑재형 COIL 이 수백 km의 거리에서 미사일을 요격하기위해 지금 개발중에 있다.(5) 일반 산업용 광섬유에 의해 쉽게 전송되는 파장인 1.315 $\mu\textrm{m}$ 인 수십 kW 급 COIL 은 조선 등의 중공업산업용 및 원자력 제염/해체분야에서 다용도 기술로서 광범위하게 사용될 것이다. COIL은 다양한 재료와 다양한 두께의 구조물 절단, 표면처리 그리고 용접에도 이용될 수 있다. COIL의 산업화는 빠르게 발전하고 있으며 산업용으로써 장시간 연속사용이 가능한 20-30 kW급 시설이 곧 개발될 것으로 기대된다. 따라서 개발될 고출력 화학레이저가 앞으로 원자력시설의 해체시 작업자의 안전성 향상에 크게 기여할 수 있게 되었다.(6) 여기서는 화학레이저인 COIL 장치와 기본적인 원리, 그리고 염소유량에 따른 출력특성등을 살펴보기로 하겠다. (중략)