• Journal of the military operations research society of Korea
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• v.15 no.1
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• pp.28-43
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• 1989

Squadron crew scheduling problems can be defined as the assignment of crews to flights consistent with safety regulations and squadron policy. In this paper, the daily crew scheduling problems are formulated as zero-one interger programs known as generalized assignment problems. The objective function is to maximize the weighted mission interval to improve the crew performance. Flight schedules using the 0-1 integer model are compared with manual schedules. The results of the study show that the average crew performance is improved.

• Journal of Korean Institute of Industrial Engineers
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• v.11 no.2
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• pp.155-163
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• 1985

This paper presents a heuristic algorithm for a multidepot aircraft scheduling and crew scheduling with deal-head flights. This algorithm is extended from a Greedy heuristic algorithm for a multi-depot multi-salesman traveling salesman problem. We first transform a given flight schedule into a multi-depot multi-traveling salesman problem, considering aircraft flight policies and crew management constraints. Then we solve this problem by applying a modified Greedy heuristic algorithm.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.13 no.3
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• pp.97-109
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• 2005

A canard type aircraft, which has good wing stall and stall/spin-proof characteristics, is under development. The aircraft prototype has full-depth core sandwich type wing and fixed landing gear, and has been built for test flights. Newly developing aircraft will be equipped with retractable landing gear and conventional foam core sandwich laminate structures and multi-rib wings. In this study, we present the structural test procedure and result for aircraft Firefly.

• Proceedings of the Korean Society of Tribologists and Lubrication Engineers Conference
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• 2002.10b
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• pp.389-396
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• 2002

In XXI century it is necessary to expect the recommencement and development of activities on mastering the Moon. In the long term it is construction of manned lunar bases with industrial, astrophysical, procuring, repair equipment and services. Interplanetary flights from the Moon demand smaller power expenditures, than from the Earth, therefore it is favourable to use its surface for the construction of space-vehicle launching sites. Flights of devices in libration points in the system 'Earth - Moon' are considered. Experience of engineering system creation for the Moon displays the great complexity in provision of serviceability and reliability of friction units. Open friction units should operate under following conditions on the Moon: pressure of environment (vacuum) $p\;>10\;^{-10}$ Pa; wide range of temperature change $+150^{\circ}C\;...170^{\circ}C$; high evaporability of lubricants; influence of temperature gradients and warping of constructions; sublimation of elements of constructional materials; irradiation of different physical nature; effect of micrometeorites; reduced gravitation; influence of abrasive particles of lunar ground; requirements on minimization of size and weight characteristics of a construction (high tension); undesirability (impossibility) of application of liquid and plastic lubricants; vibration, shock, acoustic loadings during start and landings to the Earth; difficulties in repair-regenerative operations in conditions of the Moon etc. Adhesive interaction of conjugated surfaces is the principal reason of possible failures of rubbed units on the Moon. In the research of the Moon automatic interplanetary stations of 'Luna' (USSR), 'Surveyer', 'Apollo' (USA) series were used. Stations executed functions of flying, landing, artificial satellites of the Moon, moon-rovers and manned spacecrafts such as 'Apollo'. The experimental- theoretical researches carried out in the sixtieth years on tribology for conditions of the Moon appeared to be rather useful to engineering of an outer space exploration and the decision of complex problems for the friction units operating in extreme conditions on the Earth. For the creation of highly loaded friction units for the long service life on the Moon it is required not only to use accumulated experience and designed technologies, but also to carry out wide scientific research.

• International Journal of Aeronautical and Space Sciences
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• v.15 no.4
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• pp.345-355
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• 2014

This paper focuses on aerodynamic and inertial modeling of the propeller for its applications in flight dynamics analyses of a propeller-driven airplane. Unsteady aerodynamic and inertial loads generated by the propeller are formulated using the blade element method, where the local velocity and acceleration vectors for each blade element are obtained from exact kinematic relations for general maneuvering conditions. Vortex theory is applied to obtain the flow velocities induced by the propeller wake, which are used in the computation of the aerodynamic forces and moments generated by the propeller and other aerodynamic surfaces. The vortex lattice method is adopted to obtain the induced velocity over the wing and empennage components and the related influence coefficients are computed, taking into account the propeller induced velocities by tracing the wake trajectory trailing from each of the propeller blades. Aerodynamic forces and moments of the fuselage and other aerodynamic surfaces are computed by using the wind tunnel database and applying strip theory to incorporate viscous flow effects. The propeller models proposed in this paper are applied to predict isolated propeller performances under steady flight conditions. Trimmed level forward and turn flights are analyzed to investigate the effects of the propeller on the flight characteristics of a propeller-driven light-sports airplane. Flight test results for a series of maneuvering flights using a scaled model are employed to run the flight dynamic analysis program for the proposed propeller models. The simulations are compared with the flight test results to validate the usefulness of the approach. The resultant good correlations between the two data sets shows the propeller models proposed in this paper can predict flight characteristics with good accuracy.

• Journal of radiological science and technology
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• v.41 no.4
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• pp.339-344
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• 2018

Humans received an exposure dose of 2.4 mSv of natural radiation per year, of which the contribution of spacecraft accounts for about 75%. The crew of the aircraft has increased radiation exposure doses based on cosmic radiation safety management regulations There is no reference to air passengers. Therefore, in this study, we measured the radiation exposure dose received in the sky at high altitude during flight, and tried to compare the radiation exposure dose received by ordinary people during flight. We selected 20 sample specimens, including major tourist spots and the capital by continent with direct flights from Incheon International Airport. Using the CARI-6/6M model and the NAIRAS model, which are cosmic radiation prediction models provided at the National Radio Research Institute, we measured the cosmic radiation exposure dose by the selected flight and departure/arrival place. In the case of exposure dose, Beijing was the lowest at $2.87{\mu}Sv$ (NAIRAS) and $2.05{\mu}Sv$ (CARI - 6/6M), New York had the highest at $146.45{\mu}Sv$ (NAIRAS) and $79.42{\mu}Sv$ (CARI - 6/6M). We found that the route using Arctic routes at the same time and distance will receive more exposure dose than other paths. While the dose of cosmic radiation to be received during flight does not have a decisive influence on the human body, because of the greater risk of stochastic effects in the case of frequent flights and in children with high radiation sensitivity Institutional regulation should be prepared for this.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.28 no.2
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• pp.53-62
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• 2020

This study is to evaluate the accuracy of the meteorological information provided for the aircraft operating at low altitude. At first, it is necessary to identify crucial elements of weather information closely related to flight safety during low altitude flights. The study conducted a survey of pilots of low altitude aircraft, divided into pre-flight and in-flight phases, and reached an opinion that wind direction, wind speed, cloud coverage and ceiling and visibility are important items. Related to these items, we compared and calculated the accuracy of TAFs and METARs from Taean Airfield, Seosan Airport and Gunsan Airport because of their high number of domestic low-altitude flights. Accuracy analysis evaluated the accuracy of two numerical variables, Mean Absolute Error(MAE) and Root Mean Square Error(RMSE), and the cloud coverage which is categorical variable was calculated and compared by accuracy. For numeric variables, one-way ANOVA, which is a parameter-test, was approached to identify differences between actual forecast values and observations based on absolute errors for each item derived from the results of MAE and RMSE accuracy analyses. To determine the satisfaction of both normality assumptions and equivalence variability assumptions, the Shapiro-Wilk test was performed to verify that they do not have a normality distribution for numerical variables, and for the non-parametric test, Kruscal-Wallis test was conducted to determine whether or not they are satisfied.

• Journal of the Ergonomics Society of Korea
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• v.33 no.3
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• pp.203-214
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• 2014

Objective: This study aims to examine the psychological effects of pilots caused by the environmental differences between actual and simulated flights by measuring biochemical stress level and subjective stress level. Background: Currently, the flight system of the air force suffers from several problems including a limited training area, increase of complex and tangled missions and rise in oil prices. In order to overcome these problems an L-V-C (Live, Virtual, Constructive) training system has been proposed as a solution. However, to establish the effective L-V-C training system, it is required to figure out the characteristics of each system first. Also we have to solve the problems which could occur when these systems are connected together. Method: In order to measure the biochemical stress level of pilots, we investigated the differences in cortisol responses after actual and simulated flight training separately. Meanwhile, we conducted the questionnaire survey of about 40 pilots to identify the subjective stress level of pilots. Results: There was significant difference in cortisol level between actual and simulated flight tasks. However, we found that there was no significant difference in pilots' feelings about two flight tasks. Conclusion: The results from this study can be used as basis for the further research on not only how to decrease linkage errors of the L system and the V system but also how to make the L-V training system more practical. Application: The results of the analysis might help to develop the Live-Virtual-Constructive (LVC) pilot training system.

• Environmental Sciences Bulletin of The Korean Environmental Sciences Society
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• v.4 no.3
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• pp.139-148
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• 2000

A mass balance/photochemical modeling approach was used to evaluate the sea-to-air dimethyl sulfide (DMS) fluxes in tropical regions and part of the Southern Ocean. The flux determinations were based on 10 airborne observations by ACE 1 transit flights (i.e., Flights 4-9 and 29-32). The DMS flux values for the tropical regions ranged from 1.0 to 7.4 $\mu$mole/$m^2$/day with an average estimate of 4.2$\pm$2.3 $\mu$mole/$m^2$/day. The seasonal variations in the DMS flux predicted for the equatorial Pacific Ocean based on atmospheric DMS measurements were not entirely consistent with those derived from seawater DMS measurements were not entirely consistent with those derived from seawater DMS measurements reported in previous literature. Inhomogeneities in the DMS flux field were found to cause significant shifts in the atmospheric DMS levels even in the same sampling location. Accordingly, no definitive statement can be made at this stage regarding systematic differences or agreements in the DMS flux estimates from the two approaches. Moreover, this study strongly suggests that DMS oxidation is the most likely dominant source of SO$_2$in tropical regions, which is also supported by another set of compiled observations. Finally, these SO$_2$observations indicate that, when significant data was available for both the boundary and buffer layers, the vertical SO$_2$gradient between these two zones was primarily negative.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.16 no.3 s.108
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• pp.291-297
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• 2006

The BVI(blade vortex interaction) noise Prediction has been one of the most challenging acoustic analyses in helicopter aeromechanical Phenomenon. It is well known high resolution airloads data with accurate tip vortex positions are necessary for the accurate prediction of this phenomenon. The truly unsteady time-marching free-wake method, which is able to capture the tip vortices instability in hover and axial flights, is expanded with the rotor flapping motion and trim routine to predict unsteady airloads in forward and descent flights. And Farassat formulation 1-A based on the FW-H equation is applied for the noise prediction considering the blade flapping motion. Main objective of this study is to validate the newly developed prediction code. To achieve the objective, the descent flight condition of AH-1 OLS(operational loads survey) configuration is analyzed using present code. The predicted sectional thrust distribution and sectional airloads time histories show the present scheme is able to capture well the unsteady airloads caused by a parallel BVI. Finally, the predicted noise data, observed in two different positions where are 3.44 times of rotor radius far from the hub center, are quite reasonable agreements with the experimental data compared to the other analysis results.