• Journal of Advanced Navigation Technology
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• v.17 no.3
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• pp.279-284
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• 2013

Among the phases of flight operations pilots feel much pressure in landing segment. There is a number of factors affecting landing safety while pilots reduce aircraft speeds and make a touchdown and stop completely. If runway length is sufficient for landing, there maybe is no problem. But it is not the case all the time. So it is necessary to confirm whether landing performance is within limits or not. Required landing distance is actual landing distance demonstrated by flight test pilot plus allowances for average airline pilots. FAR(Federal Aviation Regulations) AFM certification is based upon manual landing for dry and wet runway. Other runway conditions are not the certification basis. JAR dictates even contaminated/slippery runway is included by prescribed allowances. Automatic landing is not certification basis, so actual landing distances are provided. In this paper I would like to analyze distance allowances included in each type of runway condition. In addition there is no regulation about allowances for specific runway condition, I would suggest adequate allowances for that case.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.41 no.6
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• pp.458-464
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• 2013

This paper presents an algorithm for autonomous landing approach of a unmanned aerial vehicle. The main purpose of the autonomous landing approach in this study is to help a safe landing at night. From any initial position of the aircraft when this function is engaged, a flight path command is generated from the initial position. The shortest combination of an initial circular arc, a straight line segment, and a final circular arc is chosen for the flight path that will lead the aircraft to one end of runway for a landing. The algorithm is initially validated through numerous simulations with various initial conditions of aircraft. Then it is successfully validated through a number of flight tests.

• Korean Journal of Applied Biomechanics
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• v.22 no.1
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• pp.25-34
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• 2012

The purpose of this study was to determine the effects of landing height on the lower extremity during a counter movement jump. Fourteen healthy male subjects (age: $27.00{\pm}2.94$ yr, height: $179.07{\pm}5.03$ cm, weight: $78.79{\pm}6.70$ kg) participated in this study. Each subject randomly performed three single-leg jumps after s single-leg drop landing (counter movement jump) on a force platform from a 20 cm and 30 cm platform. Paired t-test (SPSS 18.0; SPSS Inc., Chicago, IL) was performed to determine the difference in kinematics and kinetics according to the height. All significance levels were set at p<.05. The results were as follows. First, ankle and knee joint angles in the sagittal plane increased in response to increasing landing height. Second, ankle and knee joint angles in the frontal plane increased in response to increasing landing height. Third, there were no significant differences in the moment of each segment in the sagittal plane for the jumping height increment. Fourth, ankle eversion moment and knee valgus moment decreased but hip abduction moment increased for the jumping height increment. Fifth, Ankle and knee joint powers increased. In percentage contribution, the ankle joint increased but the knee and hip joints decreased at a greater height. Lastly, as jumping height increased, the power generation at the ankle joint increased. Our findings indicate that the height increment affect on the landing mechanism the might augment loads at the ankle and knee joints.

• Journal of Advanced Navigation Technology
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• v.19 no.5
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• pp.403-410
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• 2015

ADS-B can provide high accurate position information and faster update rate than Radar system and it is a technique that can supplement or replace the Radar. Recently ADS-B has been applied to the actual aircraft operation because to increase air transportation traffic and required to high accurate surveillance. In this study, we surveyed analysis of position deviation distribution analysis and received actual ADS-B trajectory data for conformed precise surveillance on the near airport area using ADS-B message. For that, we received the precision instrument approach ADS-B trajectory data using instrument landing system, and can analyse about target deviation distribution on the final approach segment about precision instrument approach. The result of analysis is mean distance of target deviation -0.04 m and standard deviation 6.71 m on between ADS-B target and extended runway centerline. Also that is to conformed the ADS-B message trajectory available to provide relatively exact surveillance information.

• Korean Journal of Applied Biomechanics
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• v.22 no.4
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• pp.395-404
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• 2012

This study was to perform the kinetic analysis of tucked backward salto on the balance beam. Eight women's gymnastics players(age: $15.88{\pm}2.45yrs$, career: $6.38{\pm}0.52yrs$, height: $152.38{\pm}7.35cm$, weight: $44.25{\pm}7.54kg$) of the I-region participated in this study. The kinematic variables were analyzed response time of motion, angle, velocity, acceleration and the kinetic variables were analyzed ground reaction force(GRF) of motion. For measure and analysis of kinematic and kinetic variables of this study, used to synchronized to 6 Eagle camera and 1 force plate, used to the Cortex(Ver. 1.0) for analyzed of variables. The results were as follows; To the kinematic variables of tucked backward salto on the balance beam, a time appeared longer landing than air rotation, changes of angle regulated segment of body smaller moment of inertia when air rotation, larger moment of inertia when releasing and landing. A velocity appeared fast motion when releasing and air rotation of body, but appeared more decelerations from landing and acceleration showed to be tended to velocity. A GRF appears jump more than twice the weight at the moment that showed the power of motion to all subject.

• Journal of Advanced Navigation Technology
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• v.27 no.6
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• pp.888-896
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• 2023

When an aircraft is landing, it is expected that the aircraft will follow a specified approach procedure and then land at the airport. However, depending on the airport situation, neighbouring aircraft or the instructions of the air traffic controller, there can be a deviation from the specified approach. Detecting aircraft approach patterns is necessary for traffic flow and flight safety, and this paper suggests clustering techniques to identify aircraft patterns in the approach segment. The Gaussian Mixture Model (GMM), one of the machine learning techniques, is used to cluster the trajectories of aircraft, and ADS-B data from aircraft landing at the Gimhae airport in 2019 are used. The aircraft trajectories are clustered on the plane, and a total of 86 approach trajectory patterns are extracted using the centroid value of each cluster. Considering the correlation between the approach procedure pattern and overshoots, the distribution of overshoots is calculated.

• Journal of the Korean Society of Clothing and Textiles
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• v.32 no.7
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• pp.1023-1033
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• 2008

The purpose of this study was to segment home-shopper market by using the demographic characteristics. This study enables a better unders landing of home-shoppers and improving the strategy of marketing. The specific objects of this study are as follow: First, it was to exam market segmentations by demographic factors using mixture model. Second, it was to exam shopping orientations of fashion merchandise according to segmentation groups. The data was collected from 637 subjects who had used the home shopping more than one time in a year. The data was analysised through frequencies, factor analysis, ANOVA, Duncan's mutiple range tests with SPSS 12.0 and Mixture model. The results of data are as follows: 1. The result of market segmentation as demographic factor using Mixture model was extracted to 4 market segments called 20's/ unmarried stage, 30's/ children bearing & rearing stage, 40's/ families with children's education stage, 50's/ aging stage. 2. Shopping orientations were extracted to 5 factors called a pleasure oriented, convenience oriented, off-line oriented, human oriented, thrift oriented.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.32 no.5
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• pp.1-9
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• 2004

The performance analysis code has been developed for vertical take-off and landing(VTOL) UAV which can be utilized as a trade analysis tool in the pre-conceptual design phase. The UAV requires VTOL capability and high speed cruise performance. The main logic of this performance analysis code is to estimate performance parameters of each mission segment by mission fuel weight iteration. The reliability of this performance analysis code is discussed by comparing the data of existing dual flight mode VTOL UAVs such as Boeing CRW and Bell Tilt Rotor.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.78
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• pp.1-29
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• 2018

This article demonstrates that both the Warsaw Convention Systemand the Montreal Convention are not designed for multimodal transport, let alone for "Door to Door" transport. The polemic directed against the "Door to Door" application of the Warsaw Convention systemand the Montreal Convention is predominantly driven by the text and the drafting philosophy of the said Contentions that since 1929 support unimodalism-with the rule that "the period of the carriage by air does not expend to any carriage by land, by sea or by inland waterway performed outside an airport" playing a profound role in restricting their multimodal aspirations. The drafters of the Montreal Convention were more adventurous than their predecessors with respect to the boundaries of the Montreal Convention. They amended Art. 18(3) by removing the phrase "whether in an aerodrome or on board an aircraft, or, in the case of landing outside an aerodrome, in any place whatsoever", however, they retained the first sentence of Art. 18(4). The deletion of the airport limitation fromArt. 18(3) creates its own paradox. The carrier can be held liable under the Montreal Convention for the loss or damage to cargo while it is in its charge in a warehouse outside an airport. Yet, damage or loss of the same cargo that occurs during its surface transportation to the aforementioned warehouse and vice versa is not covered by the Montreal Convention fromthe moment the cargo crosses the airport's perimeter. Surely, this result could not have been the intention of its drafters: it certainly does not make any commercial sense. I think that a better solution to the paradox is to apply the "functional interpretation" of the term"airport". This would retain the integrity of the text of the Montreal Convention, make sense of the change in the wording of Art. 18(3), and nevertheless retain the Convention's unimodal philosophy. English courts so far remain loyal to the judgment of the Court of Appeal in Quantum, which constitutes bad news for the supporters of the multimodal scope of the Montreal Convention. According the US cases, any losses occurring during Door to Door transportation under an air waybill which involves a dominant air segment are subject to the international air law conventions. Any domestic rules that might be applicable to the road segment are blatantly overlooked. Undoubtedly, the approach of the US makes commercial. But this policy decision by arguing that the intention of the drafters of the Warsaw Convention was to cover Door to Door transportation is mistaken. Any expansion to multimodal transport would require an amendment to the Montreal Convention, Arts 18 and 38, one that is not in the plans for the foreseeable future. Yet there is no doubt that air carriers and freight forwarders will continue to push hard for such expansion, especially in the USA, where courts are more accommodating.

• Korean Journal of Applied Biomechanics
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• v.22 no.3
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• pp.269-276
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• 2012

The purpose of This study's aim is to examine the difference in the changes of body segment movement, variables for ball quality, and carry at golf driver swing according to the ball quality using comparative analysis. Regarding the impact variables according to the ball quality using the track man and carry, club speed was the fastest at draw shot, ball speed was the fastest at straight shot, and smash factor was the lowest at draw shot. About the vertical launch angle, the fade shot showed the highest launch angle while the max height of the ground and ball was the highest at fade shot. And carry was the longest at draw shot. For the flight time, it was the longest at draw shot. The landing angle was the largest at fade shot. About the club head position change and trajectory, at the overall event point, the fade shot drew a more outer trajectory at the point of the follow through(E6) than the straight or draw shot. Regarding the angular speed of shoulder rotation, at the overall event point, the fade shot showed the greatest angular speed change in the follow through(E6). Also, about the angular speed of pelvic rotation, at the overall event point, the draw shot showed the greatest angular speed change at the point of down swing(E4). Concerning the stance angle change, both straight and fade shots were open as the concept of open stance whereas the draw shot was close as that of close stance. Regarding the previous study, the most important factor of deciding Ball Quality is the club face angle's open and close state at Impact. In short, the Ball Quality and carry were decided by this factor.