• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.159-201
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• 2019

Along with Annex 14 Volume I establishment in 1951 and the set-up of restriction surface around the runway, aeronautical technique and navigation performance achieved dazzling growth, and the safety and precision of navigation greatly improved. However, restrictions on surrounding obstacles are still valid for safe operation of an aircraft. Standards and criteria for securing safety of aircraft operating around and on airport is stated in Annex 11 Air Traffic Services and Annex 14 Aerodrome etc. In particular, Annex 14 Volume I presents the criteria for limiting obstacles around an airport, such as natural obstacles such as trees, mountains and hills to prevent collisions between aircraft and ground obstacles, and artificial obstacles such as buildings and structures. On the other hand, Annex 14 Volume I, in the application of the obstacles limitation surfaces, apply the exception criteria, as it may not be possible to remove obstacles that violate the criteria if the aeronautical study determines that they do not impair the safety and regularity of aircraft operation. Aeronautical study has been applied and implemented in various countries including United States, Canada and Europe etc. accordingly, Korea established and amended some provisions of the Enforcement rules of the Aviation Act and established the Aeronautical study guidelines to approve exceptions. However, because ICAO does not provide specific guidelines on procedures and methods of Aeronautical study, countries conducting aeronautical study have established and applied their own procedures and methods. Reflecting this realistic situation, at the 12th World Navigation Conference and at the 38th General Assembly, the contracting States demanded a reexamination of the criteria for current obstacle limitation surfaces and methods of aeronautical study, and the ICAO dedicated a team of experts to prepare new standard. This study, in line with the movement of international change in obstacle limitation surface and aeronautical study, aims to compare and analyze current domestic and external standards on obstacle limitation and height limits, while looking at methods, procedure and systems for aeronautical study. In addition, expecting that aeronautical study will be used realistically and universally in assessing the impact of obstacles, we would recommend the institutional improvement of the aeronautical study along with the development of quantitative analysis methods using the navigation data in the current aeronautical study.

• Journal of Haehwa Medicine
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• v.27 no.1
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• pp.9-20
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• 2018

Objectives : Ten heavenly stems(10天干) and Twelve earthly branches(12地支) are symbols exposing change order in heaven and earth, and are a very important sign in studying oriental philosophy and oriental medicine. Especially, 10 heavenly stems(10天干) and 12 earthly branches(12地支) are indispensable for the study of Five Circuits And Six Qi(오운육기), and a deep study is needed. Methods : I have examined Yin Yang combination(음양배합), Five elements combination(오행배합), Six Qi 3Yin 3Yang combination(육기삼음삼양배합), viscera combination(장부배합), Mutual collision(상충), Six combination(육합), Three combination(삼합), etc. of 12 earthly branches(12지지) by referring to books such as "Yellow Emperor Internal Classic" ("黃帝內經") and "Principle of universe change" ("우주변화의 원리"). Results & Conclusions : Zi Yin Chen Wu Shen Xu(子 寅 辰 午 申 戌) become Yang(陽), Chou Mao Si Wei You Hai(丑 卯 巳 未 酉 亥) become Yin(陰), Zi Si Yin Mao Chen Si(子 丑 寅 卯 辰 巳) become Yang, and Wu Wei Shen You Xu Hai(午 未 申 酉 戌 亥) become Yin. Twelve earthly branches can be divided into five movements by its original meaning, where YinMao(인묘) is tree, SiWu(사오) is a fire, ShenYou(신유) is a gold, HaiZi(해자) is water, and ChenXuChouWei(진술축미) mediate in the middle of four movements So they become soil(土). SiHai(巳亥) is JueYin Wind Tree(궐음 풍목), ZiWu(子午) is ShaoYin Monarch Fire(소음 군화), ChouWei(丑未) is TaiYin Humid Soil(태음 습토), YinShen(寅申) is ShaoYang Ministerial Fire(소양 상화), MaoYou(卯酉) is YangMing Dry Gold(양명 조금), and ChenXu(辰戌) is TaiYang Cold Water(태양 한수). Viscera combination(장부배합) combines Zi(子) and Bile(膽), Chou(丑) and Liver(肝), Yin(寅) and Lung(肺), Mao(卯) and Large intestine(大腸), Chen(辰) and Stomach(胃), Si(巳) and Spleen(脾), Wu(午) and Heart(心), Wei(未) and Small intestine(小腸), Shen(申) and Bladder(膀胱), You(酉) and Kidney(腎), Xu(戌) and Pericardium(心包), Hai(亥) and Tri-energizer(三焦), Which means that the function of the viscera and channels is the most active at that time. Twelve earthly branches mutual collisions collide with Zi(子) and Wu(午), Chou(丑) and Wei(未), Yin(寅) and Shen(申), Mao(卯) and You(酉), Chen(辰) and Xu(戌), and Si(巳) and Hai(亥). The two colliding earthly branches are on opposite sides, facing each other and restricting each other by the relation of Yin-Yin and Yang-Yang it rejects each other so a collision occurs. Six Correspondences(六合) coincide with Zi(子) and Chou(丑), Yin(寅) and Hai (亥), Mao(卯) and Xu(戌), Chen(辰) and You(酉) and Si(巳) and Shen(申) Wu(午) and Wei(未). Three combination(三合) is composed of ShenZiChen(申子辰), SiYouChou(巳酉丑), YinWuXu(寅午戌), and HaiMaoWei(亥卯未). Three combination(三合) is composed of ShenZiChen(申子辰), SiYouChou(巳酉丑), YinWuXu(寅午戌), and HaiMaoWei(亥卯未). This is because the time Six Qi(六氣) shifts in these three years are the same.

• Journal of the Society of Disaster Information
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• v.16 no.4
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• pp.813-823
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• 2020

Purpose: In order to maximize the stability and productivity of the work through simulation prior to high-risk facilities and high-cost work such as dismantling the facilities inside the reactor, we intend to use digital twin technology that can be closely controlled by simulating the specifications of the actual control equipment. Motion control errors, which can be caused by the time gap between precision control equipment and simulation in applying digital twin technology, can cause hazards such as collisions between hazardous facilities and control equipment. In order to eliminate and control these situations, prior research is needed. Method: Unity 3D is currently the most popular engine used to develop simulations. However, there are control errors that can be caused by time correction within Unity 3D engines. The error is expected in many environments and may vary depending on the development environment, such as system specifications. To demonstrate this, we develop crash simulations using Unity 3D engines, which conduct collision experiments under various conditions, organize and analyze the resulting results, and derive tolerances for precision control equipment based on them. Result: In experiments with collision experiment simulation, the time correction in 1/1000 seconds of an engine internal function call results in a unit-hour distance error in the movement control of the collision objects and the distance error is proportional to the velocity of the collision. Conclusion: Remote decomposition simulators using digital twin technology are considered to require limitations of the speed of movement according to the required precision of the precision control devices in the hardware and software environment and manual control. In addition, the size of modeling data such as system development environment, hardware specifications and simulations imitated control equipment and facilities must also be taken into account, available and acceptable errors of operational control equipment and the speed required of work.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.57 no.1
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• pp.57-68
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• 2021

In order to collect basic data for the improvement of fishing systems in coastal improved stow net fishery, a questionnaire survey and on-site hearing were conducted from May 10 to June 11, 2019 on the basic items of coastal improved stow net fishery and safety accidents that occurred during fishing operation. The questionnaire for the survey on the actual conditions of coastal improved stow net fishery consisted of a survey on basic matters (six questions) and a questionnaire (six questions) on safety accidents occurring during fishing operation. The results of the survey on basic items were analyzed by region (Incheon, Seocheon, Gunsan and Mokpo), by the captain's age (less than 50 years of age, 50 to 60 years and more than 60 years of age), by the captain's career (less than 20 years, 20 to 30 years, 30 to 40 years and more than 40 years) and by the age of fishing vessel (less than 10 years, 10 to 20 years and more than 20 years). According to the survey on basic items of coastal improved stow net fishery such as the captain's age, the captain's career, the age of fishing vessel, the fishing nets in use, the crews on board and the operation days per voyage by region, the average captain's age was 55.7 years, the average captain's career was 20.5 years, the average age of fishing vessels was 9.0 years, the average numbers of nets used by fishing boats was 14.0 sets, the average numbers of crew on board a fishing boat was 4.4 persons and the average numbers of operation days per voyage was 4.9 days (p < 0.05). As a result of the survey on safety factors during fishing operations, such as experience of ship accidents, major causes of ship accidents experienced, causes of ship accidents (first priority), experience of human accidents, major causes of human accidents, and causes of human accidents (first priority), more than 96% of the respondents experienced ship accidents including collisions with other vessels or fishing gear during fishing operations. The most significant cause of the accident was the other's fishing gear installed in the fishing grounds. The first possible causes of ship accidents during fishing operations were found to be other fishing gear installed in fishing grounds, steering or engine failure, and inability to avoid accidents during casting and hauling nets. The survey of the experience of human accidents, such as injuries or sea falls, showed that more than 90% of the respondents experienced human accidents during fishing operations. The most important cause of accidents experienced during fishing operations was stucked in a fishing gear during casting and hauling nets. The first important causes of accidents during fishing operations were movement of the fishing gear during casting and hauling nets, damage of the fishing gear such as rope cutting. The results are expected to be provided as a basic data to prevent safety accidents occurring during fishing operation and improve the fishing system in the coastal improved stow net fishery.

• Journal of Internet Computing and Services
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• v.22 no.6
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• pp.25-32
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• 2021

In line with future changes in the marine environment, Aids to Navigation has been used in various fields and their use is increasing. The term "Aids to Navigation" means an aid to navigation prescribed by Ordinance of the Ministry of Oceans and Fisheries which shows navigating ships the position and direction of the ships, position of obstacles, etc. through lights, shapes, colors, sound, radio waves, etc. Also now the use of Aids to Navigation is transforming into a means of identifying and recording the marine weather environment by mounting various sensors and cameras. However, Aids to Navigation are mainly lost due to collisions with ships, and in particular, safety accidents occur because of poor observation visibility due to sea fog. The inflow of sea fog poses risks to ports and sea transportation, and it is not easy to predict sea fog because of the large difference in the possibility of occurrence depending on time and region. In addition, it is difficult to manage individually due to the features of Aids to Navigation distributed throughout the sea. To solve this problem, this paper aims to identify the marine weather environment by estimating sea fog level approximately with images taken by cameras mounted on Aids to Navigation and to resolve safety accidents caused by weather. Instead of optical and temperature sensors that are difficult to install and expensive to measure sea fog level, sea fog level is measured through the use of general images of cameras mounted on Aids to Navigation. Furthermore, as a prior study for real-time sea fog level estimation in various seas, the sea fog level criteria are presented using the Haze Model and Dark Channel Prior. A specific threshold value is set in the image through Dark Channel Prior(DCP), and based on this, the number of pixels without sea fog is found in the entire image to estimate the sea fog level. Experimental results demonstrate the possibility of estimating the sea fog level using synthetic haze image dataset and real haze image dataset.

• Journal of the Korean Society of Radiology
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• v.16 no.4
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• pp.373-379
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• 2022

The radiation source used for non-destructive testing have permeability and cause a scattered radiation through collisions of surrounding materials, which causes changes in the surrounding spatial dose. Therefore, this study attempted to evaluate and analyze the distribution of spatial dose by source in the working environment during the non-destructive test using monte carlo simulation. In this study, Using FLUKA, a simulation code, simulates ⁶⁰Co, ¹⁹²Ir, and ⁷⁵Se source used in non-destructive testing, The reliability of the source term was secured by comparing the calculated dose rate with the data of the Health and Physics Association. After that, a non-destructive test in the radiation safety facility(RT-room) was designed to evaluate the spatial dose according to the distance from the source. As a result of the spatial dose evaluation, ⁷⁵Se source showed the lowest dose distribution in the frontal position and ⁶⁰Co source showed a dose rate of about 15 times higher than that of ⁷⁵Se and about 2 times higher than that of ¹⁹²Ir. In addition, the spatial dose according to the distance tends to decrease according to the distance inverse square law as the distance from the source increases. Exceptionally, ⁶⁰Co, ¹⁹²Ir, and ⁷⁵Se sources confirmed a slight increase within 2 m of position. Based on the results of this study, it is believed that it will be used as supplementary data for safety management of workers in radiation safety facilities during non-destructive testing using radioactive isotopes.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.225-285
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• 2017

In regard to the regulations related to the RPA(Remotely Piloted Aircraft), which is sometimes called in other countries as UA(Unmanned Aircraft), ICAO stipulates the regulations in the 'RPAS manual (2015)' in detail based on the 'Chicago Convention' in 1944, and enacts provisions for the Rules of UAS or RPAS. Other contries stipulates them such as the Federal Airline Rules (14 CFR), Public Law (112-95) in the United States, the Air Transport Act, Air Transport Order, Air Transport Authorization Order (through revision in "Regulations to operating Rules on unmanned aerial System") based on EASA Regulation (EC) No.216/2008 in the case of unmanned aircaft under 150kg in Germany, and Civil Aviation Act (CAA 1998), Civil Aviation Act 101 (CASR Part 101) in Australia. Commonly, these laws exclude the model aircraft for leisure purpose and require pilots on the ground, not onboard aricraft, capable of controlling RPA. The laws also require that all managements necessary to operate RPA and pilots safely and efficiently under the structure of the unmanned aircraft system within the scope of the regulations. Each country classifies the RPA as an aircraft less than 25kg. Australia and Germany further break down the RPA at a lower weight. ICAO stipulates all general aviation operations, including commercial operation, in accordance with Annex 6 of the Chicago Convention, and it also applies to RPAs operations. However, passenger transportation using RPAs is excluded. If the operational scope of the RPAs includes the airspace of another country, the special permission of the relevant country shall be required 7 days before the flight date with detail flight plan submitted. In accordance with Federal Aviation Regulation 107 in the United States, a small non-leisure RPA may be operated within line-of-sight of a responsible navigator or observer during the day in the speed range up to 161 km/hr (87 knots) and to the height up to 122 m (400 ft) from surface or water. RPA must yield flight path to other aircraft, and is prohibited to load dangerous materials or to operate more than two RPAs at the same time. In Germany, the regulations on UAS except for leisure and sports provide duty to avoidance of airborne collisions and other provisions related to ground safety and individual privacy. Although commercial UAS of 5 kg or less can be freely operated without approval by relaxing the existing regulatory requirements, all the UAS regardless of the weight must be operated below an altitude of 100 meters with continuous monitoring and pilot control. Australia was the first country to regulate unmanned aircraft in 2001, and its regulations have impacts on the unmanned aircraft laws of ICAO, FAA, and EASA. In order to improve the utiliity of unmanned aircraft which is considered to be low risk, the regulation conditions were relaxed through the revision in 2016 by adding the concept "Excluded RPA". In the case of excluded RPA, it can be operated without special permission even for commercial purpose. Furthermore, disscussions on a new standard manual is being conducted for further flexibility of the current regulations.