• The Journal of the Convergence on Culture Technology
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• v.6 no.2
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• pp.289-297
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• 2020

The purpose of this study was to investigate the prevalence of back pain and the variables related to back pain in physiotherapists. In order to investigate the variables related to the incidence of back pain, The results were as follows : 1. Physical therapists' low back pain occurrence possibility appeared by whole 55.0% by male 11.0% and female 44.0%. 2. A day by people's work environmental special quality with low back pain treat morbidity to 31~40 people 40.0%, office hours per week by 45~49 hours 49.1%, a day stand-up tome be less than 5~7 hours 36.4% and appeared the highest. 3. Case that respond "Do dissatisfaction" to profession which is physical therapists' special psychological quality examined by people's 67.0% which low back pain. 4. Cause of low back pain in special active quality to get low back pain is the highest by case 38.2% that respond is "Special cause does not know, it is because for a long time worked to physical-therapy, and the reason that play waist softness gymnastics examined the highest by case 45.4% that respond is "Because present low back pain serves to be or prevents flare-up." According to result of this research, we could Know physical therapists are professionally endanger of getting low back pain. Specially, we could say physical therapists' low back pain occurrence possibility is high because of their having an experience or regarding work environmental special quality such as a day treatment morbidity, office hours per week, stand-up time for a day. There, educational programs need to improve of work environment and prevent the recurrence of low back pain. In this research, we recognized various variables of physical therapists' low back pain occurrence possibility are related to direct causal connection of low back pain occurrence, but we think continuous research should be tired forward in reply.

• Journal of Korean Public Health Nursing
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• v.8 no.2
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• pp.1-34
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• 1994

This study has been done in order to analyze the relationship between climacteric symptoms and the stress of life events. For the purpose of this study. objectives set up were as followings. : 1. Climacteric symptoms complained by middle aged women are studied. 2. The stress of life events experienced by middle aged women is studied. 3. The relationship between climacteric symptoms and the stress of life events is studied. 4. The relationship between climacteric symptoms and general characteristics is studied. and the relationship between the stress of life events and general characteristics is also studied. The sample size of this study was 462 cases. The subjects were middle-aged women. who were from 40 to 60 years old and resided in Seoul. Data were collected by using questionnaires which consisted of 122 questions from Jan. 1 to Feb. 7 in 1992. The questionnaires include questions about general characteristics. climacteric symptoms and life events. The measurement scales for this study were adopted from the climacteric symptoms scale developed by Chi. Sung-Ai and the measurement scale of stress related to life events devised by Lee. Pyoung Sook. The analysis of data collected was done by using SPSS-pc package. Firstly. general characteristics were analyzed by using descriptive statistical methods. Secondly. climacteric symptoms were analyzed by using descriptive statistical methods. the analysis of variance and correlation analysis. Thirdly. the stress of life events was studied by using descriptive statistical methods. the analysis of variance. and tests of independence. The results of this study are as followings. 1. General characteristics of the respondents are as followings: The average age is 49. 13. and the age group from 46 to 50 has $30.5\%$ in the respondents. Christianity is the major religion $(42.6\%)$. and the respondents with a high school diploma are $(43.1\%)$ of the respondents. $60\%$ of all respondents are housewives. and $90.5\%$ are married. The average number of children is 2.71. and the average number of family is 4.24 Monthly income of $39.1\%$ of the respondents is from l,010,000 Won to 2,000,000 Won. The premenopausal group is $4.9\%$. and $45.5\%$ of all respondents are satisfied with marrital life. $43.3\%$ of all feel happy. and $13.9\%$ feel economic frustration. $27.9\%$ of respondents are satisfied with sexual life. and $45\%$ of all report that the amount of recreational activities are more needed. 2. The average score of climacteric symptoms is 1. 8461 (The maximum score is 5.0). The symptoms complained frequently are nervousness. muscle-ache. fatigue. headache and knee-ache. Climacteric symptoms are significantly different in menopausal states. age groups. the number of children, marrital satisfaction. the feeling of life. self-reported health states and sexual satisfaction. 3. The life events occurred frequently were 'discord with husband', 'children's important exams', 'separation from husband related to works' and 'vacation'. When life events are analyzed by factors. the most frequently mentioned factor is 'marrital life'. The stress of life events is significantly different in a few general characteristics (age. the number of children, the number of family, monthly income, menopausal status, the feeling of life. self-reported health states, economic satisfaction). 4. The score of climacteric symptoms complained is significantly different according to the stress of life events (p<0.051, Especially, the difference is the widest in psychological symptoms according to the factor of 'couple. marrital life' among stressful life events. In Summary, climacteric symptoms complained by middle-aged women are related to the amount of the stress of life events. Whether life events are positive of negative is not important. Yet. climacteric symptoms and stressful life events are deeply related to general characteristics. so we can not insist strongly that one be directly related to the other.

• Journal of Technologic Dentistry
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• v.19 no.1
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• pp.21-35
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• 1997

The Ag-Pd-Cu alloys containing a small amount of Au is commonly used for dental purposes, because this alloy is cheaper than Au-base alloys for clinical use. However, the most important characteristic of this alloy is age-hardenability, which is not exhibited by other Ag-base dental alloys. The specimens used were Ag-20Pd-20Cu ternary alloy and Au addition alloy. These alloys were melted and casted by induction electic furace and centrifugal casting machine in Ar atmoshpere. These specimens were solution treated for 2hr at $800^{\circ}C$ and were then quenched into iced water, and aged at $350{\sim}550^{\circ}C$ Age-hardening characteristics of the small Au-containing Ag-pPd-Cu dental alloys were investigated by means of hardness testing, X-ray diffraction and electron microscope observations, electrical resistance, differential scanning calorimetric, emergy dispersed spectra and electron probe microanalysis. Principal results are as follows : Hardening occured in two stages, I. e., stage I in low temperature and stage II in high temperature regions, during continuous aging. The case of hardening in stage I was due to the formation of the Llo type face centered tetragonal PdCu-ordered phase in the grain interior and hardening in stage I was affedted by the Cu concentration. In stage II, decomposition of the $\alpha$ solid solution to a PdCu ordered phase(L1o type) and an Agrich ${\alpha}2$ phase occurred and a discontiunous precipitation occurred at the grain boundary. Form the electron microscope study, it was concluded that the cause of age-hardening in this alloy is the precipitation of the PdCu ordered phase, which has AuCu I type face-centered tetragonal structure. Precipitation procedure was ${\alpha}\to{\alpha}+{\alpha}2+PdCu\to{\alpha}1+{\alpha}2+PdCu$ at Pd/Cu = 1 Ag-Pd-Cu alloy is more effective dental alloy as ageing treatment and is suitable to isothermal ageing at $450^{\circ}C$.

• Journal of the Korean Society of Food Science and Nutrition
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• v.43 no.1
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• pp.110-117
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• 2014

In this study, the biological activity of water and ethanol extracts from Chrysanthemum incidicum Linne by ultrafine grinding for functional food source are examined. The content of phenolic compounds from Chrysanthemum incidicum Linne were the highest when extracted for 6 hr with 70% ethanol. The extraction yield of water and ethanol extracts were $7.12{\pm}1.61$ mg/g and $7.51{\pm}2.14$ mg/g, respectively. With ultrafine grinding, water and ethanol extracts were $8.63{\pm}1.15$ mg/g and $9.33{\pm}1.35$ mg/g, respectively. In determining anti-oxidative activity of Chrysanthemum incidicum Linne extracts, DPPH of normal grinding extracts was 83.52% and ultrafine grinding was 92.37%. In ABTS radical cation decolorization, normal grinding, fine grinding, and ultrafine grinding extracts were 90% or higher. In antioxidant protection factor (PF), water and ethanol extracts of ultrafine grinding showed relatively high anti-oxidative activities of each 1.82 PF and 2.16 PF, respectively. The TBARS value of ultrafine grinding extracts were lower than normal grinding and fine grinding extracts. The inhibition activity on xanthin oxidase of Chrysanthemum incidicum Linne extracts was 67.53% in ultrafine grinded water extracts and 83.45% in ultrafine grinded ethanol extracts. Inhibition on xanthin oxidase of ethanol extracts showed a higher inhibition effect than water extracts, and ultrafine grinding was higher than normal grinding. In angiotensin converting enzyme inhibition activity, ultrafine grinding water extract was 24% or higher, and ethanol extract was 34% or higher. The elastase inhibition activity of ultrafine grinding extract was 25.56%, which was higher than 20.34% of fine grinding extracts. Water extracts did not show hyaluronidase inhibition activity but ethanol extracts showed 35% of hyaluronidase inhibition activity. The determining expression inhibition of iNOS and COX-2 protein in macrophage by Chrysanthemum incidicum Linne extracts with a Western blot analysis, iNOS and COX-2 protein expression inhibition by Chrysanthemum incidicum Linne ethanol extracts were 40% and 15%, respectively at 100 ${\mu}g/mL$ concentration. The inhibitory patterns of iNOS and COX-2 protein expression was concentration dependent. The result suggests that Chrysanthemum incidicum Linne extracts by ultrafine grinding may be more useful than normal grinding as potential sources due to anti-oxidation, angiotensin converting enzyme and xanthine oxidase inhibition, anti-inflammation effect.

• Journal of The Korean Association For Science Education
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• v.18 no.4
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• pp.493-502
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• 1998

Science curricula of public and government institution schools from 1895 to 1910 in Korea were studied And through tracing people in charge of science education actual status was researched. The result of the study showed that 'physics, chemistry, nature' in the regular course for normal schools and 'department of science' in the short course were used for in the curriculum. Subject of nature were educated by SaitoKinji. 'Science' was educated by MatsumotoSoji in Department of Japanese Language at Foreign Language School and 'science of nature' by Hase in Department of German Language. 'Nature' and 'physics and chemistry' were taught by ShideharaTahira at Hansung Middle School which was established in 1899. MoriTamejo was in charge of subject of nature at Hansung High School which was a new name since 1906. It was also revealed that'physics and chemistry'were taught at Industrial Professional Institute. In short during the era of Taihan (Korea) Empire science education at public and government institution schools were entirely performed by Japanese. Furthermore the first time when professionals majored in natural science began to assume responsibility for science education was during late part of Taihan Empire and before that time tradition of science education was maintained by'non-professionals'like ShideharaTahira.

• Child Health Nursing Research
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• v.7 no.1
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• pp.118-140
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• 2001

The purpose of this study was to measure the effect of safety education program in preschool children for accident prevention and improve their health through more systematic method. Data were collected from 584 preschoolers(247 preschooler are assigned to experimental group and 337 preschoolers are assinged to control group) from 4 to 6 years old using APP paper test which consists of questions and drawings. To experimental group, safety education were done 4 times within the time of 30 minutes per 1 time using education books, drawings, OHP. The findings of this study are as follows: 1. There were significant difference in movement(χ²=18.732, p=.0000), behavioral character(χ²=27.785, p=.000), synthetic judgement(χ²=12.02, p=0.002). So, safety education program have effect on preschooler. 2. In the accident proneness on preschooler between experimental group and control group according to general characteristics, it proved significant difference in the case of accident prevention education were done, reasoning power(χ²=10.48, p=.005), movement speed(χ²=7.341, p=.025) and behavioral character(χ²=18.86, p=.000), in the case of housing pattern is private house(individual house, yard?), reasoning power(χ²=6.683, p=.035), movement speed(χ²=12.76, p= .002) and behavioral character(χ²=12.24, p=.002), in the case of housing pattern is mixed-type, movement speed(χ²=6.935, p= .031) and behavioral character(χ²=10.816, p=.004), in the case of housing pattern is over six stories, movement speed(χ²=7.543, p=.023), in the case of subjects' age is 4 years old, movement speed(χ²=16.5, p= .000) and behavioral character(χ²=12.18, p=.002), in the case of subjects' age is 5 years old, movement speed(χ²=7.519, p= .023), watchfulness(χ²=6.372, p=.041), behavioral character(χ²=14.74, p=0.001) and synthetic judgement(χ²=14.5, p=.001), in the case of subjects' sex is male, life safety(χ²=6.406, p=.041), movement speed(χ²=22.86, p= .000), behavioral character(χ²=13.72, p= .001) and synthetic judgement(χ²=13.82, p=.001), in the case of subjects' sex is female, reasoning power(χ²=12.57, p=.002) and behavioral character(χ²=13.16, p= .001), in the case of childrens have past accidental experience, traffic safety(χ²= 6.683, p=.035), in the case of childrens have no past accidental experience, reasoning power(χ²=8.384, p=.015), movement speed(χ²=20.6, p=.000), behavioral character(χ²=25.1, p=.000) and synthetic judgement(χ² =10.79, p=.005), in the case of children's order is first, reasoning power(χ²=11.15, p=.004), movement speed(χ²=11.92, p= .003) and behavioral character(χ²=7.003, p=.030), in the case of children's order is second, movement speed(χ²=6.694, p= .035), behavioral character(χ²=26.9, p= .000) and synthetic judgement(χ²=14.3, p= .001), in the case of nuclear family, reasoning power(χ²=8.777, p=.012), movement speed(χ²=19.0, p=.000), behavioral character (χ²=26.4, p=0.000) and synthetic judgement (χ²=9.999, p=.007), in the case of mothers' school career is under high school graduate, life safety(χ²=8.023, p=.018), movement speed(χ²=10.99, p=.004) and behavioral character(χ²=6.777, p=.034), in the case of mothers' school career is beyond college graduate, reasoning power(χ²=6.717, p= .035), movement speed(χ²=8.963, p=.011), behavioral character(χ²=25.03, p=.000) and synthetic judgement(χ²=15.19, p=.001), in the case of mothers' age ranged 31-34, movement speed(χ²=12.29, p=.002) and behavioral character(χ²=14.17, p=.001), in the case of mothers' age ranged 35-39, movement speed(χ²=9.859, p=.007), behavioral character(χ²=9.095, p=.011) and synthetic judgement(χ²=7.810, p=.020), in the case of mothers' age is over 40, life safety(χ² =5.593, p=.025), in the case of mothers' job is full-time, traffic safety(χ²=6.032, p=.049) and reasoning power(χ²=8.502, p= .014), in the case of mothers' job is part- time., movement speed(χ²=10.99, p=.004) and behavioral character(χ²=7.895, p= .019), in the case of mothers have no job, movement speed(χ²=6.410, p=.041), movement stability(χ²=6.879, p=.032), behavioral character(χ²=27.72, p=.000) and synthetic judgement(χ²=18.11, p=.000). The difference of accident proneness between experimental group and control group according to general characterists, it also showed that there were significant difference in behavioral character compared to other area.. From this findings, we can guess that safety education program change and guide preschoolers' behavioral character to desirable direction.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.2
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• pp.149-179
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• 2011

Statistics of aviation accident in Korea show that safety level of training flights is high. However, more than 80% of aviation accidents happen owing to human factors. And because most reasons of them are concerned with pilot error, it is very important for student pilots who will transport a lot of passengers to develop the knowledge of safety and abilities of risk management for preventing accidents. In this study, in order to investigate the Human Factors which affect safety in training student pilots for flight, verified the correlationbetween experiences of accident, the differences according to the experience level of training flight and the differences between college student pilots and ordinary student pilots on the basis of human factors that composes the SHELL models. For the study, Using SPSS 17.0, conducted Correlation Analysis, Analysis of Variance(ANOVA) and t-test. To sum up the result of this study, student pilot's ability and equipment in the cockpit are the important factors for safety when pilots are training flight. Also the analysis of the differences between human factors according to the characters of student pilots' groups shows that college student pilots are affected by immanent factors and organizational cultures. So far, there haven't been any accidents which is related with human casualties when training at the ATO(Approved Training Organization). But accidents can occur at any time and anywhere. Especially the human factors which comprises most of aviation accident have a wide reach and are impossible to be eliminated, therefore, it is best to minimize them. Because ATO is the starting point to lead the aviation industry of Korea, we will have to be aware of problems and improve education/training of human factors.

• The Korean Journal of Air & Space Law and Policy
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• v.25 no.1
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• pp.3-26
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• 2010

The European Union(EU) has recently introduced its Directive 2008/101/EC to include aviation in the EU ETS(emissions trading system). As an amendment to Directive 2003/87/EC that regulates reduction of the green house gas(GHG) emissions in Europe in preparation for the Kyoto Protocol, 1997, it obliges both EU and non-EU airline operators to reduce the emission of the carbon dioxide(CO2) significantly in the year 2012 and thereafter from the level they made in 2004 to 2006. Emission allowances allowed free of charge for each airline operator is 97% in the first year 2012 and 95% from 2013 and thereafter from the average annual emissions during historical years 2004 to 2006. Taking into account the rapid growth of air traffic, i.e. 5% in recent years, airlines operating to EU have to reduce their emissions by about 30% in order to meet the requirements of the EU Directive, if not buy the emissions right in the emissions trading market. However, buying quantity is limited to 15% in the year 2012 subject to possible increase from the year 2013. Apart from the hard burden of the airline operators, in particular of those from non-European countries, which is not concern of this paper, the EU Directive has certain legal problems. First, while the Kyoto Protocol of universal application is binding on the Annex I countries of the Climate Change Convention, i.e. developed countries including all Member States of the European Union to reduce GHG at least by 5% in the implementation period from 2008 to 2012 over the 1990 level, non-Annex I countries which are not bound by the Kyoto Protocol see their airlines subjected to aircraft emissions reductions scheme of EU when operating to EU. This is against the provisions of the Kyoto Protocol dealing with the emissions of GHG including CO2, target of the EU Directive. While the Kyoto Protocol mandates ICAO to set up a worldwide scheme for aircraft emissions to contribute to stabilizing GHG concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system, the EU ETS was drawn up outside the framework of the international Civil Aviation Organization(ICAO). Second, EU Directive 2008/101 defines 'aviation activities' as covering 'flights which depart from or arrive in the territory of a Member State to which the [EU] Treaty applies'. While the EU airlines are certainly subject to the EU regulations, obliging non-EU airlines to reduce their emissions even if the emissions are produced during the flight over the high seas and the airspace of the third countries is problematic. The point is whether the EU Directive can be legally applied to extra-territorial behavior of non-EU entities. Third, the EU Directive prescribes 2012 as the first year for implementation. However, the year 2012 is the last year of implementation of the Kyoto Protocol for Annex I countries including members of EU to reduce GHG including the emissions of CO2 coming out from domestic airlines operation. Consequently, EU airlines were already on the reduction scheme of CO2 emissions as long as their domestic operations are concerned from 2008 until the year 2012. But with the implementation of Directive 2008/101 from 2012 for all the airlines, regardless of the status of the country Annex I or not where they are registered, the EU airlines are no longer at the disadvantage compared with the airlines of non-Annex I countries. This unexpected premium for the EU airlines may result in a derogation of the Kyoto Protocol at least for the year 2012. Lastly, as a conclusion, the author shed light briefly on how the Korean aviation authorities are dealing with the EU restrictive measures.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.2
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• pp.3-29
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• 2008

The volume of air passengers and cargo transportation has increased rapidly in recent years. This trend will be even more noticeable as the high-tech service industry expands and the globalization progresses. In an effort to reflect and to cope with this trend, many conventions concerning international air transportation have been concluded. The Republic of Korea has also acceded to the Montreal Convention of 1999 on September 20th, 2007 which became effective on December 29th 2007. However, Korea currently does not provide any private law on the liability of domestic air carrier, leaving the regulation wholly to the general conditions of carriage of private air lines. These general conditions of carriage, however, are not sufficient to regulate the liabilities of domestic air carriers, because they cannot be fully recognized as a legitimate source of law applicable in the court. This situation is inconvenient for both air carrier and their customers. Thus, the Ministry of Justice of Korea has decided to enact a law that will regulate domestic air transportation, namely, "Domestic Carriage by Air Act", as a part of the Korean Commercial Code. So was composed a special committee for legislation of the Domestic Carriage by Air Act. This writer has led the committee as a chairman. The committee has held in total 10 meetings so far and has completed a draft bill for the part VI of the Korean Commercial Code, "Air Carriage." The essentials of the draft are as follows: First, the establishment of Part VI in the Commercial Code. The Korean Commercial Code already includes a series of provisions on road transportation in part II and carriage by sea in part V. In addition to these rules regulating different types of transportation, the Domestic Carriage by Air Act will newly establish part VI to regulate air carriages. Eventually, the Commercial Code will provide an integrated legal system on the transportation industry. Second, the acceptance of the basic liability system which major international conventions, such as Montreal Convention of 1999 and Guadalajara Convention of 1961, have adopted. This is very important, because the law of air carriage is unified worldwide through various international conventions, making it necessary and significant for the new act to achieve conformity between rules of international air carriage and that of domestic air carriage. Third, the acceptance of Rome Convention system on damage caused by foreign aircraft to third parties on the surface. Fourth, the application of rules on domestic road carriage or carriage by sea mutatis mutandis with necessary modifications. This very point is the merit of inserting domestic air transportation law into the Commercial Code. By doing so, the number of articles can be reduced and the rules on air carriage can conform to that of road transportation and carriage by sea. The bill is expected to be passed by the parliament at the end of this year and is expected to be effective by end of July 2009.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.1
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• pp.83-109
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• 2008

According to 1944 Chicago Convention aircraft are classified into public aircraft(or state aircraft) and private aircraft(or civil aircraft). However even if public aircraft owned by government are used as commercial flights, those are classified into private aircraft. But as far as space activities are concerned in the 1967 Outer Space Treaty, those are related to all activities and all space objects, thus there being no differentiation between the public spacecraft and private spacecraft. As for the institutions of air law there are ICAO, IATA, ECAC, AFCAC, ACAC, LACAC in the world. However in the field of space law there is no International Civil Space Organization like ICAO. There is only COPUOS in the United Nations. The particular institutions such as INTELSAT, INMARSAT, ITU, WIPO, ESA, ARABSAT would be helpful to space law field. In the near future there is a need to establish International Civil Space Organization to cover problems rising from all space activities. According to article 1 of the 1944 Chicago Convention the contracting States recognize that every State has complete and exclusive sovereignty over the airspace above its territory. It means that absolute airspace sovereignty is recognized by not only the treaty law and but also customary law which regulates non-contracting States to the treaty. However as for the space law in the article n of the 1967 Space Treaty outer space, including the moon and other celestial bodies, is not subject to national appropriation by claim of sovereignty, by means of use or occupation, or by any other means. It creates res extra commercium like the legal status of high seas in the law of the sea. However the 1979 Moon Agreement proclaimed Common Heritage of Mankind as far as the legal status of the outer space is concerned which is like the legal status of deep sea-bed in the 1982 United Nations Law of the Sea. As far as the liabilities of air transport system are concerned there are two kinds. One is the liabilities to passenger on board aircraft and the other is the liabilities to the third person or thing on the ground by the aircraft. The former is regulated by the Warsaw System, the latter by the Rome Convention. As for the liabilities of space law the 1972 Liability Convention applies. The Rome Convention and 1972 Liability Convention stipulate absolute liability. In the field of space transportation there would be new liability system to regulate the space passengers on board spacecraft like Warsaw System in the air transportation.