• The Journal of Korean Academy of Prosthodontics
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• v.57 no.3
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• pp.232-237
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• 2019

CAD/CAM technology has already been used in most areas of prosthetics. The range of CAD/CAM application in denture fabricating process has been gradually increasing since the CAD/CAM technology was introduced for the fabrication of complete dentures in 1994. This paper describes a technique that combines conventional and CAD/CAM technology for the fabrication of complete dentures: the master casts from a conventional impression techniques were scanned first, and the wax denture was fabricated using Amann Girrbach's Ceramill full denture system (fds). The purpose of this paper is to introduce the case in which making an esthetically and functionally satisfied denture in shorter time is possible with CAD/CAM technology.

• The Journal of Korean Academy of Prosthodontics
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• v.57 no.1
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• pp.31-36
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• 2019

As the number of elderly population increases, the proportion of edentulous patients is increasing, and the demand for traditional dentures will also increase. Arranging the artificial teeth according to the relationship and shape of the upper and lower alveolar ridge is an important factor increasing the stability of the denture. This case is a 79 year old female patient who wishes to make denture covered by national health insurance for psychological and economical reasons. With the alveolar bone severely atrophic, the dental CAD software was used for accurate diagnosis and the posterior teeth were arranged in a cross bite according to the interalveolar crest line angle by the program. After completion, the denture showed adequate stability and maintenance in periodic examinations and treatment, and the patient also expressed high satisfaction.

• The Journal of Korean Academy of Prosthodontics
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• v.48 no.4
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• pp.243-250
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• 2010

Purpose: This study evaluated the effect of different screw tightening sequences and methods on detorque values in a well-fitting implant superstructure. Materials and methods: A fully edentulous mandibular master model and a metal framework directly connected to four parallel implants (Astra Tech) with a passive fit to each other were fabricated. Six stone casts were made with a splinted impression technique to represent a 'well-fitting' situation with the metal framework. Detorque values were measured twice after screw tightening using 20 Ncm. Detorque values and minimum detorque values for three screw tightening sequences (1-2-3-4, 2-4-3-1, and 2-3-1-4) and for two tightening methods (two-step and one-step) were analyzed using multi-way analysis of variance and two-way analysis of variance, respectively, at a .05 level of significance. Results: The mean detorque values for screw tightening sequences ranged from 12.8 Ncm (2-4-3-1) to 13.1 Ncm (2-3-1-4), and for screw tightening methods were 13.1 Ncm (two-step) and 11.8 Ncm (one-step). The mean of mimimum detorque values for screw tightening sequences were 11.1 Ncm (1-2-3-4) and 11.2 Ncm (2-4-3-1 and 2-3-1-4), and for screw tightening methods were 11.2 Ncm (two-step) and 9.9 Ncm (one-step). No statistically significant differences among three screw tightening sequences were found for detorque values and for mimimum detorque values. But, statistically significant differences between two screw tightening methods were found for two values. Two-step screw tightening method showed higher detorque value (P = .0003) and higher minimum detorque value (P = .0035) than one-step method. Conclusion: Within the limitations of this study, the screw tightening sequence was not a critical factor for the detorque values in a well-fitting implant superstructure by the splinted impression technique. But, two-step screw tightening method showed greater detorque values than one-step method.

• The Journal of Korean Academy of Prosthodontics
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• v.46 no.5
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• pp.470-478
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• 2008

Statement of problem: Use of all-ceramic prostheses fabricated with CAD/CAM systems is increasing in the dentistry. Marginal fidelity in production of all-ceramic restoration has important clinical implications and is a key consideration issue in CAD/CAM production as well. Purpose: The objective of this study was to analyse marginal fidelities of $Procera^{(R)}$ Allceram Crown. Material and methods: On 56 patients treated with $Procera^{(R)}$ system Allceram Crown at Dankook Dental Hospital, marginal discrepancies of 101 abutments were measured by stereomicroscope at coping and final restoration stages. Paired t-test and one-way analysis of variance on marginal discrepancy data were conducted to determine the presence of significant differences between measurement and measuring point stages. Results: Marginal discrepancies of final restoration ($45.82{\pm}30.84\;{\mu}m$) were lower than alumina coping ($53.84{\pm}38.83\;{\mu}m$). Furthermore, the differences were found to be statistically significant at 95% confidence level. Anterior marginal discrepancies were lower than posterior marginal discrepancies, but they were not statistically significant. Lingual marginal discrepancies were higher than other measurement sites, and the differences were found to be statistically significant at 95% confidence level. Conclusion: Within the conditions of this study, marginal fidelities of $Procera^{(R)}$ Allceram Crown were acceptable, and after porcelain build-up, marginal fitness improved over alumina coping. More careful scanning is needed for better results.

• The Journal of Korean Academy of Prosthodontics
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• v.59 no.1
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• pp.27-35
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• 2021

Purpose: The purpose of this study is to compare the accuracy of digital scans of implants according to different shapes of scanbodies, and to compare the accuracy of library merging according to different oral exposure height. Materials and methods: A master model with a single tooth edentulous site was prepared. For the first experiment, three types of intraoral scanbodies were prepared, divided into three groups, and the following experiments were conducted for each group: An internal hex implant was placed. The master model with the scanbody connected was scanned with a model scanner, and a master reference file (control group) was created. 10 files (experimental group) were created by performing 10 consecutive scans with an intraoral scanner. After superimposing the control and experimental groups, the following values were calculated: 1) Distance deviation of a designated point on the scanbody 2) Angle deviation of the major axis of the scanbody. For the second experiment, the scanbody scan data were prepared in 6 different heights. Library files were merged with each of the scan data. The distance and angular deviation were calculated using the 7 mm scan data as control group. Results: In the first experiment, there were no significant differences between A and B (P=.278), B and C (P=.568), and C and A (P=.711) in the distance deviations. There were no significant differences between A and B (P=.568), B and C (P=.546), and C and A (P=.112) in the angular deviations. Also, the scanbody showed significantly higher library merging accuracy in the groups with high oral exposure height (P<.5). Conclusion: There were no significant differences in scan accuracy according to the different shapes of scanbodies, and the accuracy of library merging increased according to exposure height of the scanbody in the oral cavity.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.11a
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• pp.40-42
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• 2011

예선이 부선을 선미 예인하는 상황에서의 예부선 조종특성을 확인하기 위하여, 예부선 통합 자유항주 모형시험을 수행하였다. 기존의 실선시운전에서는 관측하지 못한 부선의 불안정한 거동을 확인하였으며, 브라이들을 이용한 2점 예인 상태로, 우현 10도, 20도, 30도 선회시험을 수행하여 예선과 부선의 선회반경을 측정하였다. 시험수행조건이 다르나, 실선시운전 결과와 비교하여 선회반경이 약 3배 이상 커진 것을 확인할 수 있었다. 또한 부선의 선회궤적이 예선의 선회궤적 안쪽에 존재하는 것도 재확인할 수 있었다.

• Journal of Dental Rehabilitation and Applied Science
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• v.32 no.1
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• pp.47-59
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• 2016

Purpose: The aim of this study was to investigate the changes in occlusal force after loss of the lower first molar depending on the inclination and extrusion of the adjacent and opposing teeth by using a strain gauge. Materials and Methods: Anatomic teeth were used to reconstruct the normal dental arch with loss of the lower right first molar. A uniformly thick layer of silicone was applied to the root to mimic the periodontal ligament. Four stages of dies with varying degrees of inclination and extrusion of the adjacent and opposing teeth were constructed and attached to master model interchangeably by using a CAD/CAM fabricated customized die system. The strain gauges were attached to teeth and a universal testing machine was used to determine the changes in occlusal force. An independent t-test and one-way ANOVA were performed (${\alpha}=.05$). Results: While simulating chewing food, the upper first, second premolar and lower second molar showed greater occlusal force than before extraction. When the change of adjacent teeth's occlusal force with their progressive movement after molar loss was evaluated, the difference among four die models was significant and was in the decreasing aspect (P < 0.05). Conclusion: When the lower first molar was lost and the adjacent teeth did not move yet, the occlusal force in adjacent teeth was higher than that when the lower first molar still existed. In addition, the occlusal force in the upper premolars and lower second molar decreased significantly with the progressive movement of adjacent teeth.

• Journal of the Society of Naval Architects of Korea
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• v.57 no.4
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• pp.230-240
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• 2020

The aim of this study was to investigate the manoeuvrability of a ship in different Center of Gravity (CG) conditions. Free Running Model Tests (FRMT), such as 35°turning circle tests, 20/20 zigzag manoeuvring tests, and 10/10 zigzag manoeuvring tests, were conducted in three GM and three trim conditions with 1/65.83 scaled KRISO Container Ship (KCS). The test results indicated that KCS in the lower GM condition and the trim by bow condition showed reduced advance and tactical diameter in turning circle tests and increased overshoot angles in zigzag tests, and those manoeuvring indices were strongly related with roll angle. In addition, sensitivity indices for three-axis CG position were suggested with prior research, and it showed that y-axis CG position significantly affected manoeuvrability of KCS due to the low GM. Therefore, in the case of KCS, it is evident that the roll angle during manoeuvre is closely related with manoeuvring indices.

• Journal of the Society of Naval Architects of Korea
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• v.56 no.3
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• pp.273-280
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• 2019

Predicting ship manoeuvrability is attracting widespread interest in the field of analyzing maritime accident to simulate a highly accurate track of a ship in abnormal accident situations. This study investigated the manoeuvrability of a ship in abnormally heeled condition. Free Running Model Tests (FRMT) with 1/65.83 scaled KCS (KRISO container ship) were conducted in three heeled conditions; $35^{\circ}$ turning circle tests and 20/20 zigzag manoeuvring tests were conducted in $0^{\circ}$, $-10^{\circ}$, and $-20^{\circ}$ conditions. The test results showed that the heeled to port condition significantly affected starboard turning and zigzag characteristics; the tactical diameters in the turning circle tests decreased, and the first overshoot angles in the zigzag tests increased when the ship was in the larger heeled condition. These results indicate that the roll angle of the ship considerably affects yaw rate and speed decrease of the ship. The turning and zigzag indices from trajectory and navigation data in the study were provided for benchmark data sets.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.6
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• pp.407-414
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• 2021

The manoeuvrability of a ship with an unwanted heel angle due to a maritime accident is changed from the original characteristics. The purpose of this study is to quantitatively investigate the change in the manoeuvring performance of a twin-screw ship under various hee angles and speed conditions. A series of free running model test campaigns were performed in the Ocean Engineering Basin of Korea Research Institute of Ships & Ocean Engineering (KRISO) for a twin-screw car ferry vessel. Turning circle test and zig-zag 10/10 and 20/20 tests were carried out on the heel angles of 0, -10, and -19.5 degrees. In addition, two-speed conditions were considered to understand the effect of ship speed. In order to examine the effect of the bilge keel, a heel angle of -22 degree where the bilge keel is exposed outside the water surface, was considered. Finally, the change of manoeuvring characteristics according to the heel angle for a twin-screw and a single-screw vessel is discussed.