• Journal of Advanced Navigation Technology
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• v.20 no.2
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• pp.127-133
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• 2016

This paper proposes a case study of applying to DO-278A, which is a software development standard of ground aviation equipment in communication, navigation, surveillance/air traffic management (CNS/ATM) domain, in order to develop software of Advanced surface movement, guidance and control system (A-SMGCS). It explains considerations to application of DO-278A standard, discusses how to tailor processes or requirements specified in DO-278A in detail, and explain tailored results. And it also summary problems or issues occurred during application of DO-278A, which can be appeared when DO-278A is applied to for the first time by any development part. These are required considerations in order to reduce trial and error. To the conclusion, it explains lessons learned from application of DO-278A and suggest how to solve these problems or issues.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.30 no.3
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• pp.28-37
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• 2022

Obstacle Limitation Surface (OLS) is conceptual surface establishing the airspace around aerodromes to be maintained from obstacles to ensure safe aircraft operations. Despite advances in the technologies for aircraft, navigation systems and the development of new flight procedures, the criteria defining OLS have not been amended since its initial establishment, resulting in the overestimation of areas for height restriction. As there were requests to examine OLS at the 12th Air Navigation Conference and the 38th ICAO Assembly, the research on the OLS revision began in earnest and ICAO has proposed Obstacle Free Surface (OFS) and Obstacle Evaluation Surface (OES) as an alternative of the existing OLS. OFS is surfaces where obstacles shall not be permitted, and OES is ones where obstacles be evaluated with an aeronautical study and could be permitted under some conditions. The purpose of this study is to preemptively assess the efficiency and safety of OFS and OES by applying them to the second runway (15L/33R) of Incheon International Airport. The results show that OFS and OES are capable of serving the instrument flight procedure safely with a smaller obstacle clearance area compared to the existing OLS.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.25 no.4
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• pp.24-30
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• 2017

Obstacle defines all fixed and mobile objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or extend above a defined surface intended to protect aircraft in flight or stand outside those defined surfaces and that have been assessed as being a hazard to air navigation. Aircraft operations are based on electronic supporting systems using radio frequencies to assist pilots. These frequencies can receive outside interference that change their courses or power, such as distortion, attenuation or reinforcements by an obstacle. This is a preliminary case study that shows the relation of instrument flight procedures and the degree of interferences introduced by a planned obstacle, which is a main bridge post, within the service volume of the radio navigation aids. For the purpose of this study, the case airport's data and it's VOR/DME and ILS systems' limitations are analyzed, as well as the relation of interferences between the obstacle and navigation aides were reviewed with the internal regulations in Korea.

• Journal of Distribution Science
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• v.15 no.2
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• pp.111-120
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• 2017

Purpose - Service employees who work at airline check-in counters in airport are typically employed to undergo emotional labor. Emotional labor of airport service employees is an important managerial issue that must be solved. This study attempts to examine the underlying mechanism of emotional labor on turnover intention. It focuses on the consequences of emotional labor of service employees. The purpose of this study is to examine and empirically test how the two-types of emotional labor(deep-acting & surface-acting) of service employees differently affect the level of their job satisfaction and job stress. It also investigates the relationship between job satisfaction, job stress, and turnover intention. For this purpose, first, this study identified the structural relationship between emotional labor, job satisfaction, job stress, and turnover intention. Second, it investigated the mediating effects of job satisfaction between deep-acting and turnover intention. Research design, data, and methodology - To empirically test these structural relationships among research variables, data were collected by a interview from service manager of domestic airline companies and survey from 179 service employees who are working at single domestic airline check-in counters in airports in Korea using a self-rating questionnaire with total 19 items dealing with emotional labor, job satisfaction, job stress, and turnover intention. To test the research hypotheses, collected data were analyzed by confirmatory factor analysis (CFA) and structure equation model (SEM). Results - This study obtains meaningful research results. The results from this study are as follows. First, deep-acting has a positive effect on job satisfaction, whereas, deep-acting has a negative effect on job satisfaction. Second, surface-acting has a positive effect on job stress, whereas, the effects of surface-acting on job satisfaction did not show statistically significant result. Also, job satisfaction has partial mediating roles to the relationship between deep-acting and turnover intention. Conclusions - Based on the results of this empirical study, emotional labor of service employees is one of the key factors influencing their job satisfaction and job stress. In particular, deep-acting is the important factor in emotional labor to increase job satisfaction and reduce job stress. Finally, theoretical, managerial implications, and research limitations are mentioned in discussion parts.

• Korean Journal of Soil Science and Fertilizer
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• v.31 no.4
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• pp.315-323
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• 1998

Soil aggregate distribution and its relation to wind erosion were examined for the surface soil of the experimental plots for grasses in the New Incheon International Airport, of which soil was reclaimed with sea sands in the Youngjong Island. The soil aggregate with the size between 0.10 and 0.84mm was 74 percents. The 6 percents of the soil aggregates were non-erodible. With this aggregate distribution the wind erodiblity of the soil, I. was $380Mg\;ha^{-1}\;yr^{-1}$ with I value and climatic factor calculated for the dry period from November to May, $45.2Mg\;ha^{-1}\;yr^{-1}$ of the surface soil were estimated to be eroded. The erodible particles with 0.37mm diameter could fly to 17.8, 29.9 and 49.8 meters by saltation at wind speed of 7, 9 and $15m\;s^{-1}$, respectively. The wind erosion could be reduced by increasing vegetation coverage and applying hydrophyllic soil conditioner.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.111-119
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• 2003

In order to improve navigational safety of ships, an ocean wave prediction model of high precision within a short time, dealing with multi-directional random waves from the information of the sea surface winds encountered at the planned ship's course, was introduced for construction of ocean wave forecasting system on the ship. In this paper, we investigated a sea disaster occurred by a stormy weather in the past. We analyzed the sea surface wind first and then carried out ocean wave hindercasting simulations according to the routes the sunken vessel. From the result of this study, we concluded that the sea disaster was caused by rapidly developed iou pressure system Okhotsk Sea and the predicted values by the third generation wave prediction model(WAM) was agreed well with the observed significant wave height, wave period, and directional wave spectrum. It gives a good applicability for construction of a practical on-board calculation system.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.78
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• pp.1-29
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• 2018

This article demonstrates that both the Warsaw Convention Systemand the Montreal Convention are not designed for multimodal transport, let alone for "Door to Door" transport. The polemic directed against the "Door to Door" application of the Warsaw Convention systemand the Montreal Convention is predominantly driven by the text and the drafting philosophy of the said Contentions that since 1929 support unimodalism-with the rule that "the period of the carriage by air does not expend to any carriage by land, by sea or by inland waterway performed outside an airport" playing a profound role in restricting their multimodal aspirations. The drafters of the Montreal Convention were more adventurous than their predecessors with respect to the boundaries of the Montreal Convention. They amended Art. 18(3) by removing the phrase "whether in an aerodrome or on board an aircraft, or, in the case of landing outside an aerodrome, in any place whatsoever", however, they retained the first sentence of Art. 18(4). The deletion of the airport limitation fromArt. 18(3) creates its own paradox. The carrier can be held liable under the Montreal Convention for the loss or damage to cargo while it is in its charge in a warehouse outside an airport. Yet, damage or loss of the same cargo that occurs during its surface transportation to the aforementioned warehouse and vice versa is not covered by the Montreal Convention fromthe moment the cargo crosses the airport's perimeter. Surely, this result could not have been the intention of its drafters: it certainly does not make any commercial sense. I think that a better solution to the paradox is to apply the "functional interpretation" of the term"airport". This would retain the integrity of the text of the Montreal Convention, make sense of the change in the wording of Art. 18(3), and nevertheless retain the Convention's unimodal philosophy. English courts so far remain loyal to the judgment of the Court of Appeal in Quantum, which constitutes bad news for the supporters of the multimodal scope of the Montreal Convention. According the US cases, any losses occurring during Door to Door transportation under an air waybill which involves a dominant air segment are subject to the international air law conventions. Any domestic rules that might be applicable to the road segment are blatantly overlooked. Undoubtedly, the approach of the US makes commercial. But this policy decision by arguing that the intention of the drafters of the Warsaw Convention was to cover Door to Door transportation is mistaken. Any expansion to multimodal transport would require an amendment to the Montreal Convention, Arts 18 and 38, one that is not in the plans for the foreseeable future. Yet there is no doubt that air carriers and freight forwarders will continue to push hard for such expansion, especially in the USA, where courts are more accommodating.

• 한국항공운항학회:학술대회논문집
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• 2015.11a
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• pp.191-197
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• 2015

본 논문에서는 공항 지상 감시 장비(ASDE: Airport Surface Detection Equipment) 데이터를 이용하여 항공기의 지상이동 운항모드를 추정하는 방법을 제안하였다. 제안된 방법에서는 항공기의 운항모드와 그에 따라 관측되는 속도 및 가속도를 확률 변수로 정의함으로써, 확률적 추정방법을 통해 운항모드를 추정하였다. 운항모드를 추정하기 위한 모형으로서는 은닉 마르코프 모형(HMM: Hidden Markov Model)을 사용하였으며 실제 ASDE 데이터를 통해 제안된 방법의 성능을 검증해 보았다.

• Proceedings of the Korean Geotechical Society Conference
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• 2002.10a
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• pp.188-200
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• 2002

In this study, a pavement evaluation method is introduced by a case study of the measurement data obtained in Incheon International Airport. Based on the results obtained by both visual inspection and automobile inspection equipments, the pavement surface condition is evaluated and used for maintenance and rehabilitation strategy for pavement. In addition, the special attention was given to the back calculation and solution technique of E-modulus by FWD's deflection data in Pavement.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.32 no.3
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• pp.15-28
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• 2024

Wind forecast is one of the key meteorological factors required for safe aircraft takeoff and landing. In this study, we developed an artificial intelligence-based wind compensation method by learning the Korea Air Force Weather Research and Forecast (KAF-WRF) forecast data and the Airfield Meteorological Observation System (AMOS) data at five airports using Support Vector Machine (SVM). The SVM wind prediction models were composed of three types according to the learning period (30 days, 40 days, and 60 days) using seven KAF-WRF variables as training data, and the wind prediction performance at the five airports was evaluated using Root Mean Squared Errors (RMSE). According to the results, the SVM wind prediction model trained using U (east-west) and V (north-south) components performed approximately 18% better than the model trained using wind speed and wind direction. The wind correction of KAF-WRF with AMOS observations via SVM outperformed the conventional KAF-WRF wind predictions in eight out of ten cases, capturing abrupt changes in wind direction and speed with a 25% reduction in RMSE.