• Journal of the Korea Institute of Military Science and Technology
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• v.27 no.3
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• pp.338-345
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• 2024

Magnetic anomaly signals from the ferromagnetic targets such as ships in the sea are measured by drone-based magnetic anomaly detection. A quantum magnetometer is suspended from the drone by 4 strings. Flight altitude and speed of drone are 100 m and 5 m/s, respectively. We obtain magnetic anomaly signals of few nT from the ships clearly. We analyze the signal characteristics by the ferromagnetic target through simulation using COMSOL multiphysics.

• The Journal of the Korea Contents Association
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• v.19 no.11
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• pp.365-374
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• 2019

Loss of Control in Flight(LOC-I) due to aircraft upset attitude has the highest air accident rate, and International Aviation Institute such as ICAO and FAA recommended flight crew to operate aircraft safely through UPRT(Upset Prevention & Recovery Training) program. ICAO has selected Loss of Control(LOC) as key safety indicator, and recommended to respond using TEM(Threat and Error Management). However there are not much specific treats and errors classified for UPRT programs using real TEM based on evidences. This study intends to consider the importance of UPRT through the introduction of UPRT and accident analysis using TEM. Typical upset accidents were classified to common threats as IFR, inadequate training, Automation surprise, and inexperienced copilots. The common errors were cross-check, speed and altitude deviation, callouts, communication, thrust and stall action fail. The undesired aircraft states were inadequate automation mode, Deviation of speed and vertical, stall, and crash. These suggest areas to improve UPRT.

• Sleep Medicine and Psychophysiology
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• v.4 no.1
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• pp.57-65
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• 1997

As jet lag of modern travel continues to spread, there has been an exponential growth in popular explanations of jet lag and recommendations for curing it. Some of this attention are misdirected, and many of those suggested solutions are misinformed. The author reviewed the basic science of jet lag and its practical outcome. The jet lag symptoms stemed from several factors, including high-altitude flying, lag effect, and sleep loss before departure and on the aircraft, especially during night flight. Jet lag has three major components; including external de synchronization, internal desynchronization, and sleep loss. Although external de synchronization is the major culprit, it is not at all uncommon for travelers to experience difficulty falling asleep or remaining asleep because of gastrointestinal distress, uncooperative bladders, or nagging headaches. Such unwanted intrusions most likely to reflect the general influence of internal desynchronization. From the free-running subjects, the data has revealed that sleep tendency, sleepiness, the spontaneous duration of sleep, and REM sleep propensity, each varied markedly with the endogenous circadian phase of the temperature cycle, despite the facts that the average period of the sleep-wake cycle is different from that of the temperature cycle under these conditions. However, whereas the first ocurrence of slow wave sleep is usually associated with a fall in temperature, the amount of SWS is determined primarily by the length of prior wakefulness and not by circadian phase. Another factor to be considered for flight in either direction is the amount of prior sleep loss or time awake. An increase in sleep loss or time awake would be expected to reduce initial sleep latency and enhance the amount of SWS. By combining what we now know about the circadian characteristics of sleep and homeostatic process, many of the diverse findings about sleep after transmeridian flight can be explained. The severity of jet lag is directly related to two major variables that determine the reaction of the circadian system to any transmeridian flight, eg., the direction of flight, and the number of time zones crossed. Remaining factor is individual differences in resynchmization. After a long flight, the circadian timing system and homeostatic process can combine with each other to produce a considerable reduction in well-being. The author suggested that by being exposed to local zeit-gebers and by being awake sufficient to get sleep until the night, sleep improves rapidly with resynchronization following time zone change.

• Economic and Environmental Geology
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• v.41 no.2
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• pp.211-217
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• 2008

The gravity anomalies that observed by ground and shipborne survey and calculated from GRACE satellite are combined by using spherical cap harmonic analysis (SCHA). In this study, ground gravity data from Korea Institute of Geoscience and Mineral Resource(KIGAM) and shipborne gravity data from National Ocean Research Institute(NORI) and Korea Ocean Research and Development institute(KORDI) were used. L-2 level GRACE Gravity Model (GGM02C) was also used for satellite gravity anomaly. The ground and shipborne surveyed data were combined and gridded using Krigging method with 0.05 degree interval and GRACE data were also gridded using the same method with 0.05 degree to harmonize with the resolution of SCHA that has coefficient up to 80. Generalized Minimal Residual(GMRES) inversion method was implemented for calculating the coefficients of SCHA using the gridded ground and satellite gravity anomalies that had 0 km and 50 km altitude, respectively. The results of inversion method showed good correlation of 0.950 and 0.995 with original ground and satellite data. The gravity anomaly using SCHA satisfies Laplace's equation, therefore, using these SCHA coefficients, gravity anomaly can be calculated at any altitude. In this study, gravity anomaly was calculated from 10 km to 60 km altitude and each altitude, very stable results were shown. The ground and shipborne gravity data that have higher resolution and satellite data in long wavelength are harmonized well with SCHA coefficients and successfully applied in South Korea area. If more continuous survey and muti-altitude surveyed data like airborne data available, more precise gravity anomaly can be acquired using SCHA method.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.32 no.3
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• pp.213-220
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• 2014

This is the study to conduct the topographical analysis using the orthophotographic data from the waypoint flight using the UAV and constructed the system required for the automatic waypoint flight using the multicopter.. The results of the waypoint photographing are as follows. First, result of the waypoint flight over the area of 9.3ha, take time photogrammetry took 40 minutes in total. The multicopter have maintained the certain flight altitude and a constant speed that the accurate photographing was conducted over the waypoint determined by the ground station. Then, the effect of the photogrammetry was checked. Second, attached a digital camera to the multicopter which is lightweight and low in cost compared to the general photogrammetric unmanned airplane and then used it to check its mobility and economy. In addition, the matching of the photo data, and production of DEM and DXF files made it possible to analyze the topography. Third, produced the high resolution orthophoto(2cm) for the inside of the river and found out that the analysis is possible for the changes in vegetation and topography around the river. Fourth, It would be used for the more in-depth research on landscape analysis such as terrain analysis and visibility analysis. This method may be widely used to analyze the various terrains in cities and rivers. It can also be used for the landscape control such as cultural remains and tourist sites as well as the control of the cultural and historical resources such as the visibility analysis for the construction of DSM.

• Journal of Korean Society for Atmospheric Environment
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• v.21 no.6
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• pp.689-697
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• 2005

Hydrogen peroxide is a reservoir of OH radical which is the powerful oxidant in the atmosphere. Therefore, the status of the oxidizing atmosphere could be reflected on the concentration of $H_{2}O_{2}$. In this study, the distribution of $H_{2}O_{2}$ was determined during the intensive aircraft measurements over the Yellow sea in March, December 2002, April, November 2003 and March, October 2004. Flights covered from $124^{circ}E\;to\;129^{circ}E\;and\;35^{circ}N\;to\;37^{circ}N$, and extending to 3,000 m. The flight patterns were set properly to assess the altitudinal and longitudinal distribution for $H_{2}O_{2}$. $H_{2}O_{2}$ was extracted onto aqueous solution using a continuously flowing glass coil and analyzed by a high performance liquid chromatography (HPLC) accompanied with a fluorescence detector using postcolumn enzyme derivatization. Mixing ratios of $O_{3},\;NO_{x}\;and\;SO_{2}$ were measured in real time by commercial analysis instruments. Along the heights, the maximum concentration of $H_{2}O_{2}$ appeared around 1,500 m then gradually decreased with increasing altitude. The vertical behavior of ozone showed the similar trend to $H_{2}O_{2}$. The mean mixing ratio of $NO_{x}$ was about 2 ppbv and not showed clear vertical distribution patterns. The mean value of was the same as $NO_{x}$ however $SO_{2}$ appeared extreme concentration in low altitude. $H_{2}O_{2}\;and\;O_{3}$ showed even longitudinal distribution however $NO_{x}$ mixing ratio in land ($127^{circ}E$) was much higher than over the sea. $SO_{2}$ rather decreased with increasing longitude. $H_{2}O_{2}$ was in inverse proportion to $NO_{x}$ in spring and summer and $SO_{2}$ in spring, which indicated its significant role to NO and $SO_{2}$ oxidation pathways.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.38 no.8
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• pp.758-766
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• 2010

The design procedure of Solar Power UAVs is complicated because the configuration and required power for flight must be considered simultaneously as the supplied power is influenced by the wing area. In order to minimize trial and error for the Solar Power UAVs design, a systematic sizing method is proposed which can be used to determine whether a Solar Power UAV is feasible for a given mission, and to derive preliminary dimensional specification of it. The sizing procedure begins with initially assumed wing area because the power, lift, and drag of the wing are directly proportional to it. The assumed wing area and mission requirements are then used to determine step by step the airfoil specifications including lift coefficient and drag coefficient, weight, required power, and wing area. This procedure is iterated for each newly assumed wing area until the error between the assumed wing area and calculated wing area becomes significantly small enough. This sizing methodology was applied to previously developed Solar Power UAVs for validation purposes, resulting in good agreement. The methodology was also applied to determine the dimensions and specifications of the Solar Power High-Altitude Long-Endurance UAV.

• Atmosphere
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• v.29 no.5
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• pp.511-523
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• 2019

A new Korean Meteorological Administration (KMA) airborne measurement platform has been established for regular observations for scientific purpose over South Korea since late 2017. CRDS G-2401m analyzer mounted on the King Air 350HW was used to continuous measurement of CO₂, CH₄ and CO mole fraction. The total uncertainty of measurements was estimated to be 0.07 ppm for CO₂, 0.5 ppb for CH₄, and 4.2 ppb for CO by combination of instrument precision, repeatability test simulated in-flight condition and water vapor correction uncertainty. The airborne vertical profile measurements were performed at a regional Global Atmosphere Watch (GAW) Anmyeon-do (AMY) station that belongs to the Total Carbon Column Observing Network (TCCON) and provides concurrent observations to the Greenhouse Gases Observing Satellite (GOSAT) overpasses. The vertical profile of CO₂ shows clear altitude gradient, while the CH₄ shows non-homogenous pattern in the free troposphere over Anmyeon-do. Vertically averaged CO₂ at the altitude between 1.5 and 8.0km are lower than AMY surface background value about 7 ppm but higher than that observed in free troposphere of western pacific region about 4 ppm, respectively. CH₄ shows lower level than those from ground GAW stations, comparable with flask airborne data that was taken in the western pacific region. Furthermore, this study shows that the combination of CH₄ distribution in free troposphere and trajectory analysis, taking account of convective mixing, is a useful tool in investigating CH₄ transport processes from tropical region to Korean region in winter season.

• Journal of the Korean Society of Radiology
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• v.17 no.3
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• pp.367-373
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• 2023

Aircrews and passengers are exposed to radiation from cosmic rays and secondary scattered rays generated by reactions with air or aircraft. For aircrews, radiation safety management is based on the exposure dose calculated using a space-weather environment simulation. However, the exposure dose varies depending on solar activity, altitude, flight path, etc., so measuring by route is more suggestive than the calculation. In this study, we developed an instrument to measure the cosmic radiation dose using a general-purpose Si sensor and a multichannel analyzer. The dose calculation applied the algorithm of CRaTER (Cosmic Ray Telescope for the Effects of Radiation), a space radiation measuring device of NASA. Energy and dose calibration was performed with Cs-137 662 keV gamma rays at a standard calibration facility, and good dose rate dependence was confirmed in the experimental range. Using the instrument, the dose was directly measured on the international line between Dubai and Incheon in May 2023, and it was similar to the result calculated by KREAM (Korean Radiation Exposure Assessment Model for Aviation Route Dose) within 12%. It was confirmed that the dose increased as the altitude and latitude increased, consistent with the calculation results by KREAM. Some limitations require more verification experiments. However, we confirmed it has sufficient utilization potential as a cost-effective measuring instrument for monitoring exposure dose inside or on personal aircraft.

• Journal of Advanced Navigation Technology
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• v.25 no.6
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• pp.510-516
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• 2021

Recently, the range of utilization and demand for unmanned aerial vehicle (UAV) has been continuously increasing, and research on the construction of a separate operating system for low-altitude UAV is underway through the development of a management system separate from manned aircraft. Since low-altitude UAVs also fly in the airspace, it is essential to establish technical standards and certification systems necessary for the operation of the aircraft, and research on this is also in progress. If the operating standards and certification requirements of the aircraft are presented, a test method to confirm this should also be presented. In particular, the accuracy of small UAV's navigation required during flight is required to be more precise than that of a manned aircraft or a large UAV. It was necessary to calculate a separate navigation error. In this study, we presented a test method for deriving navigation errors that can be applied to UAVs that have difficulty in acquiring long-term operational data, which is different from existing manned aircraft, and conducted verification tests.