• Journal of the Korean earth science society
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• v.28 no.7
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• pp.857-870
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• 2007

The structure and evolution of a thunderstorm outflow in two dimensions with no environmental wind are investigated using a cloud-resolving model with explicit liquid-ice phase microphysical processes (ARPS: Advanced Regional Prediction System). The turbulence structure of the outflow is explicitly resolved with a high-resolution grid size of 50m. The simulated single-cell storm and its associated Kelvin-Helmholtz (KH) billows are found to have the lift stages of development maturity, and decay. The secondary pulsation and splitting of convective cells resulted from interactions between cloud dynamics and microphysics are observed. The cooled downdrafts caused by the evaporation of rain and hail in the relatively dry lower atmosphere result in thunderstorm cold-air outflow. The outflow head propagates with almost constant speed. The KH billows formed by the KH instability cause turbulence mixing from the top of the outflow and control the structure of the outflow. Ihe KH billows are initiated at the outflow head, and pow and decay as moving rearward relative to the gust front. The numerical simulation results of the ratio of the horizontal wavelength of the fastest growing perturbation to the critical shear-layer depth and the ratio of the horizontal wavelength of the billow to its maximum amplitude are matched well with the results of other studies.

• Current Research on Agriculture and Life Sciences
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• v.31 no.2
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• pp.131-138
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• 2013

The precision aerial application of small farms, such as paddy, upland and orchard fields using agricultural unmanned helicopters became a new paradigm. The objective of this study was to evaluate the performance of a GPS module and algorithm, controlling drift of agricultural helicopter by the crosswind and maintaining the position for emergency landing. Purpose of the drift control, of which an algorithm works while hovering is related with the emergency sequence that coping with abnormal conditions of rotorcraft system. However, the inertial attitude control cannot detect a drifting motion of fuselage moving at the constant velocity, thus the crosswind takes the helicopter away from the landing position. Performance of the drift control module, based on the GPS that a hovering position did not deviate within 5m in diameter, were tested and evaluated. Initially, the reaction against a disturbing gust wind was sensitive, soon the helicopter maintained its locking position and azimuth within 5m in diameter. It was, however, difficult for the helicopter to recognize the swaying and nodding, the some deviation was expected due to the discrepancy characteristics of the GPS signal. The performance of the drift control proved the effectiveness of the module to maintain the position against an unintended drift during the emergency landing or hovering.

• Aerospace Engineering and Technology
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• v.2 no.1
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• pp.171-181
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• 2003

The nose fairings of KSR-III are designed to be separated from the rocket by explosive force at the mission altitude to expose the payload. Adequate amount of separation force should be imposed to allow safe separation without collision between the fairings and the rocket, and the separation device was designed for the separation at very high altitude where almost no air load was expected. As the development of KSR-III goes on, several design changes have made and lower separation altitude of 45km is expected as a result. Under these circumstances, it is required to determine if the nose fairings can be separated without collision with much severer air load than for the design condition. In this study, the 6-DOF motion analysis program, PASEM, which was developed to predict the strap-on booster separation, is modified to simulate the pivotal motion of the fairings at early stages of separation. The accuracy of pivot motion simulation is validated by comparison with the results of ground test and the accurate separation conditions are deduced from it. Trajectory simulations are performed to see if separation without collision is possible with varying angle of attack, direction of gravity, and the effect of gust. It is also found that reducing the separation angle of the clamshell hinge from 60 degrees to 40 degrees can enhance separation safety and separation at lower altitude of 40km can be done without collision.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.3
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• pp.349-359
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• 2016

In order to analytically evaluate buffeting responses, the analysis of wind characteristics such as turbulence intensity, turbulence length, gust, roughness coefficient, etc must be a priority. Static aerodynamic force coefficients, flutter coefficients, structural damping ratios, aerodynamic damping ratios and natural frequencies affect the analytical responses. The bridge interested in this paper has being been used for 32 years. As the time passes, current terrain conditions around the bridge are different markedly from the conditions it was built 32 years ago. Also, wind environments were considerably varied by the climate change. For this reason, it is necessary to evaluate the turbulence intensity, length, spectrum and roughness coefficient of the bridge site from full-scale measurements using the structural health monitoring system. The evaluation results indicate that wind characteristics of bridge site is analogous to that of open terrain although the bridge is located on the coastal area. To calculate buffeting responses, the analysis variables such as damping ratios, static aerodynamic force coefficients and natural frequency were evaluated from measured data. The analysis was performed with regard to 4 cases. The evaluated variables from measured data are applied to the first and second analysis cases. And the other analysis cases were performed based on Design Guidelines for Steel Cable Supported Bridges. The calculated responses of each analysis cases are compared with the buffeting response measured at less than 25m/s wind speed. It is verified that the responses by the numerical analysis applying the estimated variables based on full-scale measurements are well agreed with the measured actual buffeting responses under wind speed 25m/s. Also, the extreme wind speed corresponding to a recurrence interval 200 years is derived from Gumbel distribution. The derived wind speed for return period of 200 years is 45m/s. Therefore the buffeting responses at wind speed 45m/s is determined by the analysis applying the estimated variables.

• Journal of the Korean Society of Marine Environment & Safety
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• v.13 no.2 s.29
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• pp.147-153
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• 2007

In this paper, the authors calculated maneuvering motions of a large container vessel approaching to the newly built container piers to get alongside to her berth in Busan harbour. The motion calculations were done by using fixed coordinate system and the object of the calculations is to check the maneuvering motions are safe or not for berthing the large vessel to her berth. The result of calculations manifested that a large container vessel can get alongside to the piers without any difficulty under normal weather conditions by using 2 Z. Peller tug boats of 4500 H.P. each and also these demonstrated it is difficult to conduct and get her alongside to the piers under rough weather conditions of wind force 16.9m/sec or more. Under rough weather conditions of 6 by Beaufort scale the average wind velocity is about 13.5m and if we add 25% increase of the normal velocity to it, the wind will becomes a gust of 16.9m/sec. So it is advisable to avoid conducting a large container vessel to the pier under the rough weather conditions of 6 or more by Beaufort scale. Also, it is better to use 3 Z. peller tug boats of 4500 H.P. each under the above mentioned rough weather in a case of unavoidable circumstances.

• Journal of Aerospace System Engineering
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• v.11 no.6
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• pp.10-16
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• 2017

In order to improve the safety of the multi-copter, Korea Aerospace Research Institute (KARI) performed a wind-tunnel test using an octocopter with the maximum takeoff weight (MTOW) of 28 kg. The wind-tunnel test was performed with three different RPM ranges, 3,500, 4,500 and 5,500 rpm, and three different wind speeds, 3.5, 5 and 7 m/sec. The tested range of the angle of attacks was $-40^{\circ}$ to $20^{\circ}degree$ and ${\pm}90^{\circ}degree$. Vortex ring state (VRS) of the tested multi-copter was located around the vertical descending speed of 6 m/sec and the decrement of thrust was about 13 % at the time of testing. Compared with the single propeller wind-tunnel test result, the propeller efficiency of the octocopter dropped to 10 to 15% depending on the propeller RPM. It is hypothesized that the obtained aerodynamic characteristics by the wind-tunnel test will be used to improve the performance and wind resistance of the multi-copter.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.1
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• pp.95-108
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• 2022

The increase in the use time of tunnel users due to the lengthening of the road tunnel may increase the evacuation time in case of fire, resulting in a large number of casualties. In order to reduce the casualties caused by fire, the "Road Tunnel Design Manual, Part 6 Tunnel" and "Road Tunnel Disaster Prevention Facility Installation and Management Guidelines" stipulate that ventilation facilities should be installed along with the extension of the tunnel. The ventilation system design factor considers the wind speed of the external natural wind to be at least 2.5 m/s, and it is applied upward according to the characteristics of the tunnel. As a result of analyzing the five-minute average wind speed data in the Daegwallyeong region for the past 6 years, it was analyzed that 15.8% of the windy days were winds of 10 m/s or more, and the maximum was 20 m/s. Therefore, in this study, when a fire occurs in a tunnel, the pattern of natural wind flowing into the tunnel and the backlayering distance of the tunnel fire smoke according to the maximum wind speed were analyzed. As a result, it was analyzed that a backflow of up to 490 m occurs when a gust of 20 m/s blows.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
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• v.31 no.6
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• pp.515-525
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• 2005

Purpose of study: Lingual nerve damage can be caused by surgery or trauma such as physical irriatation, radiation, chemotherapy, infection and viral infection. Once nerve damage occurred, patients sometimes complain taste change and loss of taste along with serious disturbance of tongue. The purpose of this study was to evaluate the effects of unilateral lingual nerve transection on taste as well as on the maintenance of taste buds. Materials & Methods: Male Sprague-Dawley rats weighing 220-250g received unilateral transection of lingual nerve, subjected to the preference test for various taste solutions (0.1M NaCl, 0.1M sucrose, 0.01M QHCl, or 0.01M HCl) with two bottle test paradigm at 2, 4, 6, or 8 weeks after the operation. Tongue was fixed with 8% paraformaldehyde. After fixation, they were observed with scanning electron microscope(JSM-$840A^{(R)}$, JEOL, JAPAN) and counted the number of the dorsal surface of the fungiform papilla for changes of fungiform papilla. And, Fungiform papilla were obtained from coronal sections of the anterior tongue(cryosection). After cryosection, immunostaining with $G{\alpha}gust$(I-20)(Santa Cruz Biotechnology, USA), $PLC{\beta}2$(Q-15)(Santa Cruz Biotechnology, USA), and $T_1R_1$(Alpha Diagnostic International, USA) were done. Immunofluorescence of labeled taste bud cells was examined by confocal microscopy(F92-$300^{(R)}$, Olympus, JAPAN). Results: The preference score for salty and sweet tended to be higher in the operated rats with statistical significance, compared to the sham rats. Fungiform papilla counting were decreased after lingual nerve transaction. In 2 weeks, maximum differences occurred. Gustducin and $T_1R_1$ expressions of taste receptor in 2 and 4 weeks were decreased. $PLC{\beta}2$ were not expressed in both experimental and control group. Conclusion: This study demonstrated that the taste recognition for sweet and salty taste changed by week 2 and 4 after unilateral lingual nerve transection. However, regeneration related taste was occurred in the presence of preserving mesoneurial tissue and the time was 6 weeks. Our results demonstrated that unilateral lingual nerve damage caused morphological and numerical change of fungiform papilla. It should be noted in our study that lingual nerve transection resulted in not only morphological and numerical change but also functional change of fungiform papillae.