• Journal of the Korean Institute of Intelligent Systems
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• v.25 no.6
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• pp.536-541
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• 2015

In this paper, we propose a the image-based automatic flight control system for the mini drone. Automatic flight system with a camera on the ceiling and markers on the floor and landing position is designed in an indoor environment. Images from the ceiling camera is used not only to recognize the makers and landing position but also to track the drone motion. PC sever identifies the location of the drone and sends control commands to the mini drone. Flight controller of the mini drone is designed using state-machine algorithm, PID control and way-point position control method. From the, The proposed automatic flight control system is verified through the experiments of the mini drone. We see that known makers in environment are recognized and the drone can follows the trajectories with the specific ㄱ, ㄷ and ㅁ shapes. Also, experimental results show that the drone can approach and correctly land on the target positions which are set at different height.

• Journal of the Society of Disaster Information
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• v.11 no.4
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• pp.493-505
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• 2015

Based on the typhoon paths landed on the southern coast of Korea, the distribution of typhoon moving directions follow the Beta probability density function and that of pressure drops in typhoon eyes follow the Rayleigh probability density function. Consequently, the extreme typhoon simulation scenarios for six landing positions are determined as most probable one in moving direction and extreme one of Typhoon Maemi level in pressure drop. The variation of storm surges in Masan bay associated with simulated typhoon landing position is analyzed through the numerical experiments in the next paper as the second part.

• Journal of Positioning, Navigation, and Timing
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• v.11 no.4
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• pp.317-325
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• 2022

In this paper, we developed a single frequency-based RRAIM to monitor integrity of the UAM landing vertically in urban area with only low-cost single-frequency GPS receiver. Conventional dual-frequency RRAIM eliminates ionospheric delay through a combination of frequencies. In this study, ionospheric delay was directly modeled. Drift error of residual ionospheric delay is modeled using the previously studied result on ionospheric rates of change. To verify the performance of the proposed RRAIM algorithm, a simulation of vertical landing UAM in urban area was conducted. It was assumed that the protection level at the initial position was calculated through SBAS correction data. During vertical landing, integrity monitored by receiver alone without external correction data. In the 60 sec simulation, the protection level of the proposed RRAIM compared to the conventional RRAIM was calculated to be 140% due to the accumulated ionospheric delay error. Nevertheless, it was confirmed that the final vertical protection level meeting the requirements of LPV-200, which cannot be achieved with single frequency GPS receiver alone.

• Journal of Advanced Navigation Technology
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• v.19 no.3
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• pp.192-198
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• 2015

Since instrument landing system currently operating in most airports is operating in single-pass, it is not possible to accommodate a large number of aircraft. A satellite navigation system GBAS using a GNSS has been developed to solve these limitation when air traffic increases. GBAS is better than the ILS in position accuracy and capable of landing through multiple paths rather than a single path, the aircraft can perform varied landing procedures. In this paper, after we established a virtual ILS procedures at Taean Airfield in which ILS installation is impossible due to environmental requirements and airspace restrictions, flight test was performed by Cessna Skyhawk 172 to compare the virtual ILS procedures and curved approach procedure and the advantage of curved approach was confirmed.

• 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.

• Special Issue of the Society of Naval Architects of Korea
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• 2015.09a
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• pp.63-68
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• 2015

This paper presents fatigue analysis of helideck structures located in FPSO. After FPSO is moved to the target position where production of resource is performed, FPSO stays at the target position and performs production of resource, storage and off-loading during the design life. Helideck structure is located in FPSO essentially for the movement of personnel and life rescue at emergency situations by using helicopters. Because inertial load induced by FPSO motion and landing and taking-off load of helicopter occur at helideck structures cyclically, helideck structures should be designed to withstand fatigue loads. Therefore, The fatigue assessment of helideck structures should be performed with fatigue loads. Effect of stress concentration due to misalignment between welded plates is considered in fatigue assessment additionally.

• Journal of Advanced Navigation Technology
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• v.3 no.2
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• pp.108-119
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• 1999

In recent, there has been remarkable progress in the field of GPS applications. In a few years, an appreciable number of aircraft will adopt GPS as a landing guidance system because GPS is more economic, more reliable and more accurate than any other aviation systems. In this respect, we have performed several helicopter landing flight tests based on the real-time DGPS system made in SNUGL (Seoul National University GPS Laboratory). From the experimental results, we found several problems Which should be fixed to adopt DGPS as a aircraft landing guidance system. In this paper, we will introduce the problems found in tests and also suggest modifications to solve the problems. Our modifications can be classified into three parts. The first is about the attitude determination with single GPS antenna. The second deals with the cockpit display module. The display was devised to integrate the Instrument Landing System(ILS) with tunnel-the-sky using virtual reality. With the display, pilot can achieve more safe landings. The last part is the digital map. We inserted digital map into our system and put direction indicator on the map using position information from GPS. It is very useful for pilot to find airports even in bad weather. Using the newly designed DGPS landing system, we conducted flight test at Kimhae International Airport, Pusan, Korea. It was successful! Our system can also satisfy Category-I criterion for aircraft landing approach and determine attitude angle with a high level of reliability. It is supported by video materials.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.2
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• pp.44-50
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• 2019

The underwater structures of landing pier are not easy to access and it is difficult to check the damage. Lately, typhoons and earthquakes have occurred frequently, which may cause damage to underwater structures of landing pier. In this study, to prevent collapse of underwater structures and to maintain systematically, the application method of FBG sensors and safety evaluation methods were studied. In order to confirm the application of the FBG sensor to the circular steel pipe used as a pile on the landing pier, we conducted laboratory tests and confirmed that the FBG sensor should be applied by welding. As a result of structural analysis of the landing pier structure, the optimal position of FBG sensor confirmed. The stresses on the dead load were calculated by structural analysis, the stresses on the live load were calculated by using the data obtained from the FBG sensor, and then the stress acting on the pile was calculated by adding the two stresses. The calculated stress was compared with the allowable stress to evaluate the safety of the pile. This study was carried out as a basic study to find a way to evaluate the safety of the landing pier in real time.

• Journal of computational fluids engineering
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• v.18 no.4
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• pp.41-46
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• 2013

The selection of the optimal position of the flap was performed in order to improve the aerodynamic performance during the take-off and landing processes of aircraft. For this, the existing airfoils of the main wing and flap are selected as the baseline model and the lift coefficients (cl) according to angle of attacks (AOA) were calculated with the change of the position of flap airfoil. The objective function was defined as the consideration of the maximum cl, lift to drag ratio and cl at certain AOA. Then, at 121 experimental points within $20mm{\times}20mm$ domain, two dimensional flow simulations with Spalart-Allmaras turbulence model were performed concerning the AOA from 0 to 15 degree. If the optimal position was located at the domain boundary, the domain moved to the optimal position. These processes were iterated until the position was included in the inside of the domain. From these processes, the flow separation at low AOA was removed and cl increased linearly comparing with that of the baseline model.

• Korean Journal of Applied Biomechanics
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• v.14 no.3
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• pp.203-218
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• 2004

The purpose of this study was to analyze the comparisons of the kinematical variables when performing Yoko Ukemi(side breakfall) by three Stage in Judo. The subjects were four male judokas who were trainees Y. I. University Squad members and the Yoko Ukemi were filmed by two S-VHS 16mm video cameras(60fields/sec.). The selected times were subject to KWON 3D analysis program and kinematical analysis to compare variables of three Yoko Ukemi. Temporal variables(total time-required : TK, TR by each phase), the body part touched order on the mat and COG variables were computed through video analysis while performing right Yoko Ukemi by three stage. From the data analysis and discussion, the following conclusions were drawn : 1. Temporal variables : total time-required(TR) when performing Yoko Ukemi(side breakfall) by each stage, the first stage(full squat posture: FP : 1.11sec.) showed the shortest time, the next was 3rd(Shizenhontai, straight natural posture: NP : 1.41sec.), and 2nd(Jigohontai, straight defensive posture, DP : 1.42sec.), respectively- 2. TR when performing Yoko Ukemi(side breakfall) by each stage, and phase : the first phase(take of phase, average 0.68sec.) showed the longest time, next was the third phase(ukemi phase, 0.39sec.), and the second phase(air phase, 0.23sec.), respectively. 3. When performing yore Ukemi the body part touched order and TR on the mat : hip(0.94sec.) showed the shortest time, the next was elbow hand(0.97sec.), back(0.98sec.), and shoulder(1.04sec.) order. The hip part touched on the mat the first, but slap the mat in order to alleviate the shock try hand palm and forearm before receiving impact (difference 0.03sec,) 4. Vertical COG variables in each event by each stage : e1(ready position, average 78.33cm) moved the highest, the next was e2(jumping position, 70.14cm), e3(transition position, average 64.00cm), e4(landing position, average 35.99cm), and e5(ukemi position, average 18.32cm) order, gradual decrease respectively. And the difference of COG were showed in initial by each stage, because position fo Yoko Ukemi was difference by each stage in preparation position, but in accordance with executing of Ukemi phase that difference of COG was by decreasing, almost equal displacement in e4(landing) and e5(Ukemi)position finally.