• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.48 no.6
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• pp.443-453
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• 2020

This study using the active vibration control technique attempts to alleviate numerically the airframe vibration of a UH-60A helicopter. The AVCS(Active Vibration Control System) is applied to reduce the 4/rev vibration responses at the specified locations of the UH-60A airframe. The 4/rev hub vibratory loads of the UH-60A rotor is predicted using the nonlinear flexible dynamics analysis code, DYMORE II. Various tools such as NDARC, MSC.NASTRAN, and MATLAB Simulink are used for the AVCS simulation with five CRFGs and seven accelerometers. At a flight speed of 158knots, the predicted 4/rev hub vibratory loads of UH-60A rotor excite the airframe, and then the 4/rev vibration responses at the specified airframe positions such as the pilot seat, rotor-fuselage joint, mid-cabin, and aft-cabin are calculated without and with AVCS. The 4/rev vibration responses at all the locations and directions are reduced by from 25.14 to 96.05% when AVCS is used, as compared to the baseline results without AVCS.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.36 no.2
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• pp.73-88
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• 2000

A series of analysis and experiment on the fishing gear and method of the existing midwater pair trawl net with 12,800mm of maximum mesh size is carried out to determine the most effective shape factor. As the first step of this study, the fishing gear and method for the existing net are analyzed to solve problems, such as being low of the net height by increasing the towing speed, twist of net pendant and twine, suspension of float between knots of mesh. etc. Standing on these results, the existing net are modified by very effective shape based on the theory and technology designing the fishing gear. Also, the model experiment is carried out to determine the most effective shape factor of the modified net in the circulation water channel. The obtained results can be summarized as follows : 1. On the length of net pendants(No.2 and No.3) connected with side line, opening efficiency of net with length 8.0cm of net pendant is the greatest and in the order of 11.5cm, 15.0cm. 2. On the number of the net pendant, opening efficiency of net with 4 lines of net pendant is the greatest and in the order of 3 lines, 2 lines. Center part of side panel is pushed out backward, and the pushed length is increasing by increasing flow speed. 3. On the sinking force, opening efficiency of the net is increasing by increasing sinking force. And opening efficiency shows almost the same when sinking force is greater about 1.5 times than that of the existing net in case of the net with 3 lines of net pendant, and about 1.6 ~ 1.7 times than that of the existing net in case of the net with 2 lines.

• Journal of the Korean Society of Costume
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• v.54 no.1
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• pp.23-36
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• 2004

The knitting, which has developed from the onset of human civilization, has a close relation to dwelling as well as to clothing itself. Its progress has taken shape in a variety of forms according to nature-friendly tools and its knit texture in the past is different from that of modern times. With this basic idea, the work aims at the further study of various knitting structure which triggered the origin of modern techniques, the establishment of those methods, and the finding of what means was utilized earlier based on these. By doing that, this study will provide the foundation in the Korean historical timeframe in knitting field and give definition to knit wear in a historical sense. As to definition, the outcome in the research boils down to two categories. broad meaning and narrow meaning. The former can be the hook-formed textile, referring to making, twisting, or binding the knots. On the other hands, the latter, that is, narrow type, can be the loop-linked fabric which can be defined as modern knitting. The knitting dates back to the ancient way of binding structure, combining structure in other words, and braiding structure and this kept dividing into subgroups like Netting. Nalbinding, Sprang and Crochet as the usage of hands and tools by mankind has got improved. And it changed into knitting and crochet which means a bamboo needle-hook knitting (larger needle type) and a crochet-hook knitting (smaller needle type), respectively through middle ages and modern times and settled down to the production of fabric. In this work, Netting, Nalbinding, Sprang and Crochet are classified as ancient category in which these originate the modern knitting method. Though the modern type of knitting is not found in the Joseon Dynasty, some various methods from the ancient twisting skill and binding skill where the materials with easy access to acquisition in the nature such as rattan, straw, horsehair, hemp, rush, cotton, silk and the like to Netting, Nalbinding and Sprang except Crochet were handed down and used in costume for diverse application. This work can provide the basic frame in terms of Korean history of knitting which has been excluded in the relevant researches until now. When applying the study, it would trigger the initiation of more versatile design with which the previous unique techniques along with modern techniques can be adopted in the clothing market as knit designs gain in public favor more and more.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.53 no.2
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• pp.177-186
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• 2017

This study is intended to provide navigator with specific information necessary to assist in the avoidance of collision and in operation of ships to evaluate the maneuverability of research vessel Jera. Authors carried out full-scale sea trials for turning test, zig-zag test, and spiral test at actual sea-going condition, which were performed on starboard and port sides with 10-20 rudder angle at service speed of 10 knots. The turning circle was much different at both of the turning of port and starboard which was longer at the starboard than at the port. In the zig-zag test results, the port and starboard was $10^{\circ}$ the first and second overshoot angles were $6.0^{\circ}$, $5.8^{\circ}$ and $6.3^{\circ}$, $7.1^{\circ}$ respectively and the first overshoot angles were $16.4^{\circ}$, $17.6^{\circ}$ when using $20^{\circ}$. Her maneuverability index T and N can be easily determined by using an analogue computer with the data obtained from the zig-zag tests where K is a constant representing the turning ability and T is a constant representing her quick response. In the zig-zag tests under $10^{\circ}$ or $20^{\circ}$ at rudder angle, the value K is 0.149. 0.123 sec- and T is 11.853 and 6.193 sec and angular velocity is $0.937^{\circ}/sec$ and $1.636^{\circ}/sec$. In the spiral test, the loop width was unstable at $+0.51^{\circ}$ and $-1.19^{\circ}$ around the midship of rudder, but the tangent line at $0^{\circ}$ was close to vertical. From the sea trial results, we found that she did comply with the present criterion in the standards of maneuverability of IMO.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.54 no.2
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• pp.107-115
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• 2018

In this study, we tested Japanese trolling lines in the Jeju fishery. This fishery simulates the natural marine environment with many seabed rocks, and has been redesigned and manufactured it to be suitable for the Jeju fishery. In order to ensure that the trolling lines were deployed at the inhabitation depth of hairtails, the conditions required for the fishing gear to reach the target depth were determined for use during the experiment. The experimental test fishing was conducted at the depth of 120 m water in front of Jeju Seongsanpo and in the offshore area of Jeju Hanlim. The fishing gear used in the test fishing is currently used in a variety of field operations in Japan. However, several problems were identified, such as twisting of the line during its deployment and excessive sinking of the main line. The fishing gear was, therefore, redesigned and manufactured to be more suitable for the Jeju fishery environment. For the fishing gear to accurately reach the target depth, depth loggers were installed at the starting point of the main line and at the 250 m and 340 m points of the line. Depth and time were recorded every 10 seconds. According to the daytime positioning of hairtails in the lower water column, the target depth of the fishing gear was set at 100-110 m, which was 10-20 m above the sea floor. At a speed of 1.9 knots and with a 9 kg sinker attached, the main fishing line was deployed and catch yields at depths of 100 m, 150 m and 180 m were recorded and analyzed. When the 180 m main line was fully deployed, the time for the hairtail trolling lines to arrive at the appropriate configuration had to be 5 minutes. At this time, the depth of the fishing gear was 16-23 m above the sea floor, in accordance with the depths at which the hairtails were during the day. In addition, in order to accurately place the fishing gear at the inhabitation water depth of hairtails, the experimental test fishing utilized the results of the depth testing that identified the conditions required for the fishing gear to reach the target depth, and the result was a catch of up to 97 kg a day.

• Journal of the Korean Society of Costume
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• v.18
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• pp.373-381
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• 1992

Woman in Choson era had various kind of accdssories like rings, ear ring, ornamentak hairpins and so on. Among them their favorite was the Norigae, the pendent trinket. With the embroidered ornament at its center, beads and knots were attached to the upper and lower part, and it was hung with a tassel. It was carried on the string of the Chogori. norigae oreginated in waist string of Three Countries era(Sills, Paekje and Koguryo) ; had been changed with the development of fashion, embroidery and the influence of Buddhistic culture. The differences between Embroidered Norigae and Norigae are following. If the ornament at its center is made of such jewels as gold, silver, jade and the like, it is called Norigae. But if the ornament at its center is made of the embroidered Norigae. Such a Embroidered Norigae in which perfume was contained, was as a perfume box or a perfume bag and was carried on the strings of Chogori by Danjak(single work). The Differences between ancient Embroidered Norigae of late Choson era and modern Embroidered Norigae are Following; 1) The type of main body-the embroidered ornament at its center was mainly embroidered with the shape of animals in both of ancient Embroidered Norigae was usually formes like a bat and that of modern Embroidered Norigae like butterfly. 2) plants were adapted as the main design of ancient Embroidered Norigae, but plants and animals as that of modern Embroidered Norigae. 3) The colors of the background and the design are usually red in both ancient and modern Embroidered norigae. 4) The tassels of ancient Embroidered Norigae were mode in the shape of srick and a strawberry. but the tassels of modern Embroidered Norigae were mainly made in the shape of a stick. 5) Nowadays the beauty of external form is considered more important while the symbol of main body was considered more important in Choson era. 6) The role of Thidon in the composition of Embroidered Norigae is declined and a lot of main bodies are used in modern Embroidered Norigae. 7) Modern Korean people are apt to choose Embroidered Norigae depending upon the design of main body and the traditional Korean beauty. 8) Modern people who desire to get new thing, try to make the design of main body various. As their cognition of Korean tradition is of the increase, the restoration of ancient Embroidered Norigae to its original form has been accom

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.6
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• pp.681-688
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• 2020

Approximately 6,000 chemicals are transported through the sea, including hazardous and noxious substances (HNS), which cause marine pollution and are harmful to marine life. The HNS discharged into the sea during the maritime transportation process undergoes physical and chemical changes on the sea surface and in seawater, and some types of HNS sink and are deposited on the seabed. The HNS deposited on the seabed adversely affects the benthic ecosystem, and hence, it is desirable to detect, treat, and recover the HNS on the seabed. Therefore, this study was conducted to analyze the performance requirements that should be considered as the top priority when developing a mechanical system for recovering the HNS deposited on the seabed. Various types of existing dredging devices used for collecting and recovering pollutants from river beds and seabeds were investigated, and 10 performance indices for the mechanical devices were selected. The new performance requirements for the development of the seabed-deposited HNS recovery system were proposed using performance indices. By considering the depth of water in domestic seaports, some of the performance requirements of the mechanical system for recovering deposited HNS from the seabed were obtained as follows: production rate (50-300 ㎥/hr), maximum operation depth (50 m), sediment type (most forms), percentage of solids (10 % or higher), horizontal operating accuracy (±10 cm), limiting currents (3-5 knots). These performance requirements are expected to be useful in the conceptual and basic design of mechanical systems for recovering seabed-deposited HNS.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.6
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• pp.644-655
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• 2020

This study focuses on the margin of human error when a navigator is embarrassed by the psychological fear of collision in a close-quarter situation (CQS) and is unable to perform as per the prescribed collision avoidance measures. The purpose of the study is to identify the effects of the navigator's personal characteristics or factors in relation to on-board career (OC), license rating (LR), and age on the perceived collision risk (PCR) in CQSs. In order to obtain quantified data regarding the collision risk perceived by the navigator in four typical CQSs between their own ship and a target ship, this study measured and collated the heart rate variability of 30 navigators on their own ship when two ships approached each other at a speed of 10 knots from 2.5 nautical miles to a collision situation. According to a multiple regression analysis of the measured values, the navigators' OC and LR factors had negative effects on the PCR, while the age factor had no significant effect on PCR. The t-test results showed that the PCR value was significantly higher for navigators with an OC ≤ 4 years than for those with an OC ≥ 5 years, and the LR factor was significantly higher for a class 4~6 group than for a class 2~3. This finding may be applied to the development of collision risk warning systems, particularly for navigators.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.6
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• pp.587-593
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• 2020

The securing safety of ferry ships on the domestic coast is evaluated by comparing the external force applied and the securing device based on the cargo weight and hull acceleration that can exist at the loaded position. The hull acceleration based on the domestic standard, which is the basis for securing safety evaluation, is applied without reflecting the characteristics of the ship and the sailing conditions. In this study, a total of 12 acceleration measurements were performed at four points of the hull of a ship with a DWT 6,800 ton class 15.5 knots passing through Busan-Jeju to analyze the hull acceleration of the domestic coastal ferry ship. Data were collected for the buoy. For a theoretical comparative analysis of the limited measurement results, the response amplitude operator (RAO) was analyzed through frequency-response analysis by numerical simulation, and acceleration analysis for the four points was performed using the RAO results. Based on the acceleration comparison, differences in the degree of each position were observed, but in the case of the Y-axis acceleration, the analysis was 1.81 m/s², and the measurement was 1.47 m/s². The analyzed simulation result was as high as 0.34 m/s². Moreover, analysis was performed at 22 % level, and measurement at 18 % level.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.13 no.4
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• pp.151-162
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• 1980

To clarify the dispersion of pollutants introduced in the coastal region, a series of current measurements, the drogue and drift bottle experiments as well as the dye diffusion experiments were carried out in Onsan Bay and in the coastal waters of Ubong-ri near Ulsan. In the southeastern coastal region of Korean peninsula, that is, in the outside of Onsan Bay, the flood tidal current flows south-south-westward, and the ebb current flows north-north-eastward at a maximum speed of 1.0-1.1 knots at spring tide. In an inlet south of Cape Ubong, an anticyclonic eddy of 1 km in diameter is usually formed during both flood and ebb flows. The tidal current predominates in Onsan Bay at around spring tide. The maximum speed around spring tide was observed to be approximately 0.14 knot, while it was slower than 0.1 knot and variable at neap tide when the wind drift current played an important role. The flood tidal current flows westward while the ebb flow flows eastward in the northern region of the bay. The flood tidal current in the southern region of the bay flows west-north-westward, while the ebb current east-north-eastward. Wind drift currents in the coastal region of southern Korea are generally deduced to be southward in winter, the monthly mean speed being approximately 0.1 knot. Dye solution released at the northwestern corner in Onsan Bay was transported by eastward ebb tidal current toward the mouth of the bay dispersing by the wind. The apparent diffusion coefficient at 150 minutes after release in the bay was calculated to be $4.4\times10^4\;cm^2.sec^{-1}$, whereas that in the anticyclonic eddy was more or less smaller.