• 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.

• Journal of Advanced Navigation Technology
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• v.17 no.6
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• pp.625-632
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• 2013

Since GBAS is a navaid facility to provide precision approach service to aircrafts landing at airports, it must be approved by the air navigation service provider or the aviation regulator to be declared operational. However, Korea has no experience in developing or operating the system so there is no approval criteria for GBAS. In order to develop the criteria in case of the future GBAS procurement, Korea Aerospace Research Institute has been testing the installed commercial GBAS station, SLS-4000, in Gimpo International Airport. This paper summarizes the criteria development results focusing on the system design approval. The criteria have been outlined based on the other leading nations' cases and documentations and established in detail on the basis of the FAA SDA artifacts. Those will be directly used for GBAS approval procedure in Korea and are expected to be useful in system requirement analysis, design, development and artifact management in case of own GNSS-based navaid system development in the future.

• Journal of the Society of Naval Architects of Korea
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• v.61 no.5
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• pp.312-323
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• 2024

This study aims to evaluate the safe operating envelope (SOE) for light aircraft carriers using a computational fluid dynamics (CFD) modeling database of flight deck air-wake. Assessing the SOE is crucial for ensuring the safe operation of carrier-based aircraft, particularly during take-off and landing maneuvers. Traditional methods that only consider relative wind envelopes (RWE) provide basic information but fail to account for the complex airflow patterns over the flight deck. To address this limitation, this research utilizes CFD to analyze the air-wake and integrate these findings into the SOE assessment. Various studies on CFD modeling of airflow around naval ships and aircraft carriers were reviewed, confirming the importance of accurate airflow databases for operational safety. This study employs the KRISO-CVX1 model, a light aircraft carrier designed by the Korea Research Institute of Ships & Ocean Engineering (KRISO), to demonstrate the application of CFD data in SOE evaluations. The methodology involves a detailed analysis of turbulent flow and thermal fields around the carrier deck under different wind speed, direction, and ship speed conditions. The results indicate significant variations in air-wake characteristics depending on the relative wind speed and direction, impacting the operational safety of carrier-based aircraft. This study emphasizes the need for incorporating CFD-based airflow data into SOE assessments to enhance the accuracy and reliability of operational safety evaluations for aircraft carriers. In conclusion, the integration of CFD air-wake modeling databases provides a more comprehensive approach to assessing the SOE, offering improved safety margins for carrier-based aircraft operations. This research is expected to contribute to the development of more robust and precise operational guidelines for naval aviation.

• Asia pacific journal of information systems
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• v.21 no.1
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• pp.81-101
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• 2011

In today's rapidly changing and increasingly competitive business environment, new product development in tune with market trends in a timely manner has been a matter of the utmost concern for all enterprises. Indeed, developing a sustainable new business has been a top priority for not only business enterprises, but also for the government policy makers accountable for the health of Its national economy as well as for decision makers in what type of organizations. Further, for a soft landing of new businesses, building a government-initiated industry base has been claimed to be necessary as a way to effectively boost corporate activities. However, the existing methodology in new service and new product development is not suitable for nurturing industry, because it is mainly focused on the research and development of corporate business activities instead of new product development. The approach for developing new business is based on 'innovation' and 'convergence.' Yet, the convergence among technologies, supplies, businesses and industries is believed to be more effective than innovation alone as a way to gain momentum. Therefore, it has become more important than ever to study a new methodology based on convergence in industrial quality new product development (NPD) and new service development (NDS). In this research, therefore, we reviewed any restrictions in the existing new product and new service development methodology and the existing business model development methodology. In doing so, we conducted industry standard collaboration analysis on a new service model development methodology in the private sector and the public sector. This approach is fundamentally different from the existing one in that ours focuses on new business development under private management. The suggested framework can be categorized into industry level and service level. First, in the industry level, we define new business opportunities In occurrence of convergence between businesses. For this, we analyze the existing industry at the industry level to identify the opportunities in a market and its business attractiveness, based on which the convergence industry is formulated. Also, through the analysis of environment and market opportunity at the industry level. we can trace how different industries are lined to one another so as to extend the result of the study to develop better insights into industry expansion and new industry emergence. After then, in the service level, we elicit the service for the defined new business, which is composed of private service and supporting service for nurturing industry. Private service includes 3steps: plan-design-do; supporting service for nurturing industry has 4 steps: selection-make environment- business preparation-do and see. The existing methodology focuses on mainly securing business competitiveness, building a business model for success, and offering new services based on the core competence of companies. This suggested methodology, on other hand, suggests the necessity of service development, when new business opportunities arise, in relation to the opportunity analysis of supporting service based on the clear understanding of new business supporting infrastructure optimization. Meanwhile, we have performed case studies on the printing and publishing field with the restrict procedure and development system to assure the feasibility and practical application. Even though the printing and publishing industry is considered a typical knowledge convergence industry, it is also known as a low-demand and low-value industry in Korea. For this reason, we apply the new methodology and suggest the direction and the possibility of how the printing and publishing industry can be transformed as a core dynamic force for new growth. Then, we suggest the base composition service for industry promotion(public) and business opportunities for private's profitability(private).

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.3-27
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• 2012

Although aviation safety and security have been improving, which has made air transportation more reliable, the international aviation community has witnessed a steady increase in the number of unruly passenger incidents. Under international law, the Tokyo Convention (The Convention on Offences and Certain Other Acts Committed on Board Aircraft of 1963) is applicable to unruly passenger issues. While the Tokyo Convention has been a successful convention which 185 member states have ratified, it has its shortcomings. Three major shortcomings are related to definition, jurisdiction, and enforcement. Firstly, the Tokyo Convention does not provide for a definition of unruly passengers, thereby resulting in a situation where conduct that may be considered to be a criminal offence in the country of embarkation may not be a criminal offence in the country where the aircraft lands. Having different definitions may lead to ineffective action on the part of air carriers. Secondly, the fact that the state of landing does not bear jurisdiction produces circumstances in which it is impossible to punish an unruly passenger who clearly committed an offence on board. Thirdly, the Tokyo Convention only recognizes the competence of the state of registry to exercise criminal jurisdiction but does not impose the duty to actually use that competence in any specific case. Along with ratifying the Tokyo Convention, Korea enacted the Aviation Navigation Safety Act in 1974 as a domestic legal approach to dealing with the problem of unruly passengers. Partially reflecting the ICAO's model legislation, Circular 288, the Aviation Safety and Security Act was enacted in 2002. Although the Korean Aviation Safety and Security Act is a comprehensive act which has been constantly updated, there is no provision with respect to jurisdiction and only the Korean criminal code is applicable to jurisdiction. The Korean criminal code establishes its jurisdiction in connection with territoriality, nationality and registration, which is essentially the same as the jurisdictional principles of the Tokyo Convention. Thus, the domestic legal regime cannot close the jurisdictional gap either. Similarly, Korean case law would not take an active posture to jurisdiction unless the offence in question is a serious one, such as hijacking. A Special Sub Committee of the ICAO Legal Committee (LCSC) was established to examine the feasibility of introducing amendments to the Convention on Offences and Certain Other Acts Committed on Board Aircraft of 1963 with particular reference to the issue of unruly passengers. The result of the ICAO's findings should lead to the modernization of the Tokyo Convention, thereby reducing the number of incidents caused by unruly passengers and enabling all parties concerned to respond to unruly passengers more effectively.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.1
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• pp.13-19
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• 2024

An analysis of the coastal water temperature in the Tongyeong waters, the eastern sea of the South Sea of Korea, revealed that the water temperature rose sharply before the typhoon made landfall. The water temperature rise occurred throughout the entire water column. An analysis of the sea surface temperature data observed by NOAA(National Oceanic and Atmospheric Administration) satellites, indicated that sea water with a temperature of 30℃ existed in the eastern waters of the eastern South Sea of Korea before the typhoon landed. The southeastern sea of Korea is an area where ocean currents prevail from west to east owing to the Tsushima Warm Current. However, an analysis of the satellite data showed that seawater at 30℃ moved from east to west, indicating that it was affected by the Ekman transport caused by the typhoon before landing. In addition, because the eastern waters of the South Sea are not as deep as those of the East Sea, the water temperature of the entire water layer may remain constant owing to vertical mixing caused by the wind. Because the rise in water temperature in each water layer occurred on the same day, the rise in the bottom water temperature can be considered as owing to vertical mixing. Indeed, the southeastern sea of Korea is a sea area where the water temperature can rise rapidly depending on the direction of approach of the typhoon and the location of high temperature formation.