• Composites Research
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• v.30 no.5
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• pp.280-287
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• 2017

The complex deformation of the swept composite wing occurs due to the torsional load and bending load during the flight. Therefore, prediction for displacement of swept composite wing is required for structural health monitoring. Wing displacements can be predicted by using relationship between displacements and strains. The strain distributions on the fixed-end are complex due to the geometric shape of the swept wing. Because of those strain distribution, the wing displacement can be diversely predicted by the strain sensing locations. In this paper, displacements prediction of swept composite wing was performed by considering complex strain distributions. The predicted displacements under various loading condition were consistent with those calculated by FEA and verified through the bending test.

• 프린팅코리아
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• s.26
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• pp.41-41
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• 2004

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.8
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• pp.1067-1074
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• 2010

In this study, a loosely coupled fluid-structure interaction (FSI) analysis was conducted for a low-pressure (LP) final-stage rotor blade. Preliminary FSI analyses of a $15^{\circ}$ sweptback wing and a NASA Rotor 37 compressor blade were performed for verifying the boundary conditions. The results were compared with the established literatures for each model. The FSI analysis of the $15^{\circ}$ sweptback wing was carried out under both stable and unstable conditions. The excessive deformation of the wing was observed within 0.05 s under the unstable condition which is higher than the divergence speed of a wing compared with the stable condition. On the basis of the results of a steady-state study, an unsteady state FSI analysis was conducted for a NASA Rotor 37. Different deformations were observed at trailing edge of the blade in the static FSI and dynamic FSI analysis. A 3D FE model of a LP rotor was generated from the span-wise section data. In order to develop a reasonable model, an impact test was performed and compared to the FE model. Using this FE model, the steady-state FSI analysis was performed successfully.

• Aerospace Engineering and Technology
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• v.1 no.2
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• pp.1-10
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• 2002

Flow computations around forward sweep wing small aircraft have been conducted in this study. The main-wing of the forward-wing small aircraft is composed of two planforms: the inboard wing section with backward sweep angle which is known as strake and the outboard wing section with forward sweep angle. The geometrical discontinuity or kink generated by the combination of these two different planforms requires detailed flow analysis around wing. Four different solvers were used to calculate aerodynamic data and the accuracy of each method is examined. For the convenience of grid generation over the aircraft geometry, the overset grid method was applied. Through this calculation, the basic aerodynamic data of the forward-wing aircraft were provided and the aerodynamic characteristics of the wing is expounded.

• The Korean Journal of Quaternary Research
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• v.10 no.1
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• pp.53-68
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• 1996

강원도 주문진에서 양양에 이르는 해안평야의 지형형성과 고환경을 신석기유적의 기초조사 연구의 하나로서 연구하였으며 그 결과는 다음과 같다. 1. 제4기 최종빙기의 최성 기에 해당되는 15,000y.B.P. 경에는 연구지역은 해수면의 하강에 따른 연장하천의 개석곡으 로서 아한대의 침엽수림의 육상영역하에 있었다. 2. 15,000y.B.P.경 이후 해수면은 기온의 호 전으로 7,500y.B.P에 이르기까지 서서히 상승하였고 이에 따라 개석곡은 연장하천의 후퇴로 육성에서 얕은 하성으로 바뀌었다. 3 해수면 상승은 7,500y.B.P. 이후 빨라지면서 해진 (transgression)으로 되었고 그결과 개석곡은 4,000y.B.P.경에 이르러 하성에서 내만 또는 익 곡의 기수성으로바뀌게 되었다, 이 기간은 후빙기의 이른바 고온기(hypsithermal period)로 서 낙엽활엽수 시대였고 내만 또는 익곡의 가장자리에서는 수생식물이 생육하는 습지환경으 로 변모되었다. 4. 개석곡을 내만 또는 익곡으로 변모시킨 해진은 1,500yB.P.경까지 이어지 면서 지금의 고도에서 안정되었다. 그 결과 내만 또는 익곡의 만입부에서 사주가형성되면서 내만 또는 익곡은 곳에 따라 담수 또는 기수역의 석호로 변하였고 기후는 이전의 고온시대 와는 달리기온은 조금식 하강하는 한랭기후로 서서히 변모시켰다. 5. 석호는 1,000y.B.P. 경 에 이르는 동안 배후로부터 운반된 하천의 토사와 전면의 풍성사 그리고 무성하게 생육하는 수생식물에 의해 서서히 고석호로 등장되기 시작되었다. 6. 1,000y.B.P. 이후 현재에 이르는 동안 하천의 토사와 풍성사의 퇴적증가로 육화가 가속되면서 본래의 개석곡은 매적곡으로 등장되었고 그 결과 지금의 해안평야가 형성되었다.

• Journal of Aerospace System Engineering
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• v.13 no.5
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• pp.32-38
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• 2019

The flying wing configuration with high sweep angles and rounded leading edge represent a complex flow of structures by the leading edge vortex. For control of the tailless flying wing configuration with unstable directional stability, flaperon is used. In this study, we conducted numerical simulations for a non-slender flying wing configuration with a rounded leading edge and analyzed the effect of the sideslip angle and flaperon. Through aerodynamic coefficient analysis, it was found that the effect of AoS on lift and drag coefficient was minimal and the side force and moment coefficient were markedly influenced by AoS. As the sideslip angle increased, the pitch break, which is related to the pitching moment coefficient, was delayed. Through stability analysis, the directional and lateral static stability of the flying wing configuration were increased by flaperon. Also, the structure and behavior of the leading edge vortex were analyzed by observing the contour of the pressure coefficient and the skin friction line.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.46 no.1
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• pp.1-9
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• 2018

Lambda wing type Unmanned Combat Aerial Vehicle(UCAV) which adopts Blended Wing Body(BWB) has relatively less drag and more stealth performance than conventional aircraft. However, Pitching moment is rapidly increased at a specific angle of attack affected by leading edge vortex due to leading edge sweep angle. Wind tunnel testing and numerical analysis were carried out with UCAV 1303 configuration on condition of 50 m/s of flow velocity, $-4^{\circ}{\sim}28^{\circ}$ of the range of angle-of-attack. The effect of wing twist for longitudinal stability at the various angles of attack was verified in this study. When negative twist is applied on the wing, Pitch-break was onset at higher angle of attack due to delayed flow separation on outboard of the wing. On the other hand, pitch-break was onset at lower angle of attack and lift-to-drag ratio was increased when positive twist is applied on the wing.

• Journal of Digital Convergence
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• v.18 no.2
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• pp.235-247
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• 2020

The Mutual Financial Cooperatives(MFCs) in Korea need to make efforts to increase efficiency and productivity in order to secure stable and sustainable growth and competitiveness. Therefore, this study analyzes the efficiency and productivity of MFCs from 2012 to 2018 and suggests some implications. The methodology employed is a Dynamic-Network Slacks-Based Measure(DNSBM) Model. The findings from an empirical study include that first, on average efficiency scores of the institutions, NH(0.225) showed the highest overall efficiency, and followed by SH(0.128) and MG(0.126). After 2015, most of the MFCs' efficiency scores had risen until to 2018. Second, in divisional analysis, the inefficiency in creating the high profitability-stage had been greater than establishing-funds-stage. Third, in projection analysis of Division 2, the inefficiency of the output factors such as interest income and operating income was severe. Fourth, the results from the Malmquist Productivity Index analysis of Division 1 of the fist-stage illustrate that all three MFCs showed minus catch-up effects. Also, a soundness from reducing bad loans and expansion of loans in combination with generating various ways of creating profits besides the interest income is urgently needed for Korean MFCs.