• Korean Journal of Applied Biomechanics
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• v.17 no.1
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• pp.165-174
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• 2007

The subject of this study was male apparatus gymnastics athlete who had scored high points doing basket with 1/2 turn on parallel bars. Then 3D motion analysis were used to calculate & analyse kinematic variables of Basket with 1/2 turn to Handstand. 1. The total average time spent for Basket with 1/2 turn took $2.16{\pm}.08sec$, at the downward upward phase took $.58{\pm}0.00sec$, $.23{\pm}.00sec$, at flight phase took $.28{\pm}.01sec$, at connected area phase took $.72{\pm}0.21sec$, at rotation area phase took $.35{\pm}.14sec$. To have a successful performance, there should be faster speed and velocity to rotate at the downward upward phase, then the upward velocity and height must be used adequately. Moreover, the speed must be faster at the flight connect phase to stabilize Center of Mass(CM) for the body, and must secure more time at the rotation area to have more stable performance. 2. After handstand on parallel bars while moving CM to right hand side, and It must be performed with big and magnificent performance with putting both hand's center to far away from the parallel bars. 3. Furthermore, CM must be moved fast from downwards to right hand side, and CM must be moved fast in vertical movement at upward and flight phase to avoid CM from moving back and forth, and left and right. 4. At downwards, the subject must rotate as bis as possible using hip-joint as wide as possible and at upwards, must put his body to vertical to have stable performance. While rotating or turning, it is better to do with bigger shoulder angle and have to make sure that trunk angle must be not scattered. To perform better and more positive in basket with 1/2 turn on parallel bars, the centrifugal force must be used big and fast at downward, and at upward and flight phase, downward movement must change to vertical movement as soon as possible while turning movement must happen at handstand position. Time spent must be shorten at connected area to stabilize CM and turning must be natural as possible while securing the necessary time of movement to well-balanced. Also, the body must be vertically closed from the ground.

• Korean Journal of Applied Biomechanics
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• v.23 no.1
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• pp.19-24
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• 2013

The aim of the study was a quantitative analysis of elite athlete's $540^{\circ}$ Dwihuryeochagi and effects of ground movements to the jumping height and kicking velocity. Eleven elite players(Taekwondo demonstration team) participated in this study. In order to get the kinetic and kinematic variables, ten Vicon cameras and a force plate were used. Foot segment velocity(FSV), vertical ground reaction force(GRF), impulse, ground time(GT) in phase 1, trunk angular velocity(TAV), vertical center of gravity(COG), flight time(FT) in phase 2 and kicking leg segment velocity(KSV) in phase 3 were measured and analyzed. Results indicated that there were similar patterns of variables among phases between subjects. Non-significant correlation(r=.145) between flight time(FT) and impulse was found. Also non-significant correlation(r=.119) between center of gravity(COG) and impulse was found. In conclusions, there were similar strategies in phase 1, phase 2, and phase 3 between subjects.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.16 no.1
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• pp.18-28
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• 2008

The purpose of this study is leading to prevent the major causes of commercial-aviation fatalities about controlled-flight-into-terrain(CFIT) in approach-and-landing accidents. The paper of major analysis for controlled flight into terrain(CFIT) was Guam accident, Mokpo accident and Gimhae accident in commercial transport-aircraft accidents from 1993 through 2002. CFIT occurs when an airworthy aircraft under the control of the flight crew is flown unintentionally into terrain, obstacles or water, usually with no prior awareness by the crew. This type of accident can occur during most phases of flight, but CFIT is more common during the approach-and-landing phase. Ninety-five percent of the Guam accident, Mokpo accident, and Gimhae accident where weather was known involved IMC, fog, and rain. The paper believed that prevention for CFIT accident was education and training for flying crew and upgrade for equipment such as EGPWS, and need more research for professional organizations of airlines, and accomplishing precision approaches should be a high priority.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.18 no.3
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• pp.643-650
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• 2014

A hardware implementation of phase calculator for extracting 3D depth image from TOF(Time-Of-Flight) sensor is described. The designed phase calculator adopts redundant binary number systems and a pipelined architecture to improve throughput and speed. It performs arctangent operation using vectoring mode of DCORDIC(Differential COordinate Rotation DIgital Computer) algorithm. Fixed-point MATLAB simulations are carried out to determine the optimal bit-widths and number of iteration. The phase calculator has ben verified by FPGA-in-the-loop verification using MATLAB/Simulink. A test chip has been fabricated using a TSMC $0.18-{\mu}m$ CMOS process, and test results show that the chip functions correctly. It has 82,000 gates and the estimated throughput is 400 MS/s at 400Mhz@1.8V.

• Journal of Aerospace System Engineering
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• v.16 no.1
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• pp.17-27
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• 2022

A certain level of stability margin airworthiness criteria should be met to secure robustness against uncertainties between the real plant and the model in a flight control system design. The U.S. Department of Defense (DoD) specification of MIL-F-9490D and airworthiness certification standard of MIL-HDBK-516B uses gain and phase margin criteria of flight control system. However, the same stability margin criteria is applied at all development phases without considering the design maturity of each development phase of the aircraft. Ultimately, a problem arises when the aircraft operation envelope is excessively restricted. This paper proposes the relation of handling qualities and stability margin, and presents re-established stability margin criteria as a development phases and verification methods. The results of the research study are considered to contribute to the verification of the stability margin criteria more flexibly and effectively by applying the method to not only the currently manned developing aircrafts but also the unmanned vehicle to be developed in the future.

• Journal of Climate Change Research
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• v.5 no.1
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• pp.61-70
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• 2014

The amount of greenhouse gas (GHG) emissions has been increasing steadily over the last 3 years (2009~2011), averaging 5.7 percent a year, due to the growth of low cost carriers and the increased demand for air transportations. The present study attempts to investigate the aviation fuel consumption and GHG emissions of Tier 3a type by the flight phase from three aircraft type such as B737-600(routes between Gimpo-Jeju airport), B737-700(routes between Gimpo-Jeju airport and Inchon-Narita), B737-800(routes between Inchon-Narita) using the Flight Operation Quality Assurance(FOQA) data of the year 2011.

• Journal of Ginseng Research
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• v.43 no.4
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• pp.539-549
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• 2019

Background: 20(S)-Protopanaxadiol (PPD), the aglycone part of 20(S)-protopanaxadiol ginsenosides, possesses antidepressant activity among many other pharmacological activities. It is currently undergoing clinical trial in China as an antidepressant. Methods: In this study, an ultra-performance liquid chromatography coupled with triple quadrupole time-of-flight mass tandem mass spectrometry method was established to identify the metabolites of PPD in human plasma and urine following oral administration in phase IIa clinical trial. Results: A total of 40 metabolites in human plasma and urine were identified using this method. Four metabolites identified were isolated from rat feces, and two of them were analyzed by NMR to elucidate the exact structures. The structures of isolated compounds were confirmed as (20S,24S)-epoxydammarane-12,23,25-triol-3-one and (20S,24S)-epoxydammarane-3,12,23,25-tetrol. Both compounds were found as metabolites in human for the first time. Upon comparing our findings with the findings of the in vitro study of PPD metabolism in human liver microsomes and human hepatocytes, metabolites with m/z 475.3783 and phase II metabolites were not found in our study whereas metabolites with m/z 505.3530, 523.3641, and 525.3788 were exclusively detected in our experiments. Conclusion: The metabolites identified using ultra-performance liquid chromatography coupled with triple quadrupole time-of-flight mass spectrometry in our study were mostly hydroxylated metabolites. This indicated that PPD was metabolized in human body mainly through phase I hepatic metabolism. The main metabolites are in 20,24-oxide form with multiple hydroxylation sites. Finally, the metabolic pathways of PPD in vivo (human) were proposed based on structural analysis.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2012.10a
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• pp.279-282
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• 2012

In this paper, a hardware architecture of phase calculator for 3D image processing is proposed. The designed phase calculator, which adopts a pipelined architecture to improve throughput, performs arctangent operation using vectoring mode of CORDIC algorithm. Fixed-point MATLAB modeling and simulations are carried out to determine the optimized bit-widths and number of iteration. Phase calculator designed in Verilog HDL is verified by emulating the restoration of virtual 3D data using MATLAB/Simulink and FPGA-in-the-loop verification.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.513-520
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• 2004

A steady-state/transient performance simulation model was newly developed for the propulsion system of the CRW (Canard Rotor Wing) type UAV (Unmanned Aerial Vehicle) during flight mode transition. The CRW type UAV has a new concept RPV (Remotely Piloted Vehicle) which can fly at two flight modes such as the take-off/landing and low speed forward flight mode using the rotary wing driven by engine bypass exhaust gas and the high speed forward flight mode using the stopped wing and main engine thrust. The propulsion system of the CRW type UAV consists of the main engine system and the duct system. The flight vehicle may generally select a proper type and specific engine with acceptable thrust level to meet the flight mission in the propulsion system design phase. In this study, a turbojet engine with one spool was selected by decision of the vehicle system designer, and the duct system is composed of main duct, rotor duct, master valve, rotor tip-jet nozzles, and variable area main nozzle. In order to establish the safe flight mode transition region of the propulsion system, steady-state and transient performance simulation should be needed. Using this simulation model, the optimal fuel flow schedules were obtained to keep the proper surge margin and the turbine inlet temperature limitation through steady-state and transient performance estimation. Furthermore, these analysis results will be used to the control optimization of the propulsion system, later. In the transient performance model, ICV (Inter-Component Volume) model was used. The performance analysis using the developed models was performed at various flight conditions and fuel flow schedules, and these results could set the safe flight mode transition region to satisfy the turbine inlet temperature overshoot limitation as well as the compressor surge margin. Because the engine performance simulation results without the duct system were well agreed with the engine manufacturer's data and the analysis results using a commercial program, it was confirmed that the validity of the proposed performance model was verified. However, the propulsion system performance model including the duct system will be compared with experimental measuring data, later.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.19 no.4
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• pp.67-73
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• 2011

For loads analysis of airplane, applicable regulation should be determined. Then, loads conditions are prepared from the regulation. Modeling for aerodynamic, mass, and structure are performed. Panel method is usually adopted for aircraft loads analysis to obtain air loads. The ARGON which is a multidisciplinary fixed wing aircraft design software co-developed by the KARI and TsAGI are used for loads analysis. The ARGON can be utilized for flutter and stress analysis as well as for flight and ground loads analysis. In this paper, flight loads analysis for wing structural design of the regional aircraft at the conceptual design phase are performed with the ARGON. FAR 25 is used for the regulation for the load analysis. Shear force, bending moment and torsion diagrams for the wing and shear force and hinge moment for the aileron are presented.