• 한국항공운항학회지
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• 제18권3호
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• pp.34-41
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• 2010

'Aviation Safety' is the state in which the risk of harm to persons or of property damage is reduced to, and maintained at or below, an acceptable level through a continuing process of hazard identification and risk management in the aviation field. 'Risk' is the assessed potential for adverse consequences resulting from a hazard and 'Risk assessment' involves consideration of both the frequency and the severity of any adverse consequence. This study focused on the risk frequency about a case airport which does not meet the 'Runway end safety area' requirement of ICAO SARPs and Korea standards and used 'RSA risk model' for estimating the risk frequency. As results of this study, risk frequency of the runway end safety areas in the case airport is higher than that of 'Runway end safety area' requirement of ICAO SARPs and Korea standards, which means that alternatives for risk frequency mitigation to a level as low as reasonably practicable is required in the case airport. The optimum solution analysed from this study is to impose restriction of aircraft operation when the runway condition is poor(icing condition) and also it snows in the case airport.

• 한국항공운항학회지
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• 제21권3호
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• pp.41-45
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• 2013

In this study, we surveyed the operating status of the Runway for the Light Sport Aircraft(LSA) in Korea, and analyzed the Airfield Facilities Manual for the Air Leisure and the Standard Specification for Recreational Airpark Design. Based on the information, we presented the displacement of the threshold concept, to ensure the Runway Length and the Runway Safety Area, and operation of LSA in Korea.

• 한국항공운항학회지
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• 제20권1호
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• pp.46-54
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• 2012

One major safety issue of surface operations is the occurrence of runway incursions. Runway incursions are the consequence of multiple operational and/or environmental factors. Human error is known to contribute to almost every runway incursion. One major contributing factor for runway incursion is crew's lack of situational awareness during airport surface operations, induced by weather considerations, by complex airport factors or by crew technique itself; it is also caused by ATC issues. Various airport factors may affect pilot situational awareness, distract the crew, or lead to crew confusion. The recommendations to avoid runway incursions are manifold; Proper Crew's CRM/TEM skills, adequate communication technique, proper knowledge of airport surface markings, lights and signs and preparation of preparation of expected taxi out/in routing. Also runway incursion risk assessment on specific airport before flight may lead to aware of risk level and contribute to prevent runway incursion.

• 한국항공운항학회지
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• 제29권4호
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• pp.45-51
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• 2021

A runway safety area (RSA) is defined as the surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. The Runway Stripe is a defined area including the runway stopway, if provided, intended firstly to reduce the risk of damage to aircraft running off a runway, and secondly, to protect aircraft flying over it during takeoff or landing operations. This study used 2 RSA analysis models; RSARA and LRSARA. The analysis utilizes historical data from the specific airport and allows to take into consideration specific operational conditions to which movements are subject, as well as the actual or planned RSA conditions in terms of dimensions, configuration, and boundaries defined by existing obstacles. This study applied the RSA and LRSA risk assessment models to a domestic airport that do not meet the criteria required by standards for aerodrome physical characteristics. The airport is considering a method to secure the runway strip standard through the displaced threshold. This study intends to confirm through quantitative risk estimation whether meeting facility standards through the runway displaced threshold leads to a positive change in risk mitigation.

• 한국항공운항학회지
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• 제23권2호
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• pp.1-6
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• 2015

The RSA is intended to prevent the following five types of events from becoming an accident: landing overruns, landing undershoots, landing veer-offs, takeoff overruns and takeoff veer-offs. The improved models are based on evidence from worldwide accidents and incidents that occurred during the past 27 years. The analysis utilizes historical data from the specific airport and allows the user to take into consideration specific operational conditions to which movements are subject, as well as the actual or planned RSA conditions in terms of dimensions, configuration, type of terrain, and boundaries defined by existing obstacles. This paper shows how to apply the improved models for Risk Assessment of Runway Safety Areas (Airport cooperative research program(ACRP) Report 50) into an airport and the outcome differences between the old models based on ACRP report 3-Analysis of aircraft overrun and undershoots for runway safety areas and the new models from ACRP report 50 in the specific airport.

• 한국항공운항학회지
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• 제22권1호
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• pp.44-50
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• 2014

In this study, we surveyed the operating status of the LSA Airpark in Metropolitan Area of Korea, and compared the Airfield Facilities Manual for the Air Leisure. We analyzed the problems of the closure and the currently used of the LSA Airpark, through site visits. We presented the re-usability for the closure LSA Airpark, the improvements for the currently used of the LSA Airpark.

• 한국항공운항학회지
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• 제17권2호
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• pp.18-22
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• 2009

In this study, we surveyed the operating status of the Light Sport Aircraft(LSA) in Korea, and reviewed the minimum requirements of the airpark for LSA in other countries. Based on the information, we presented the airpark standards to ensure the safe take-off, landing, and operation of LSA in Korea.

• 해양환경안전학회:학술대회논문집
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• 해양환경안전학회 2017년도 추계학술발표회
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• pp.172-172
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• 2017

• 한국항공운항학회지
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• 제18권3호
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• pp.70-76
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• 2010

In this study, we surveyed the operating status of the Light Sport Aircraft(LSA) in Korea, and reviewed the minimum requirements of the airpark for LSA. We are discuss about increased aerodrome traffic density and safety improvement, through the installation of the exit taxiway. The shape of the exit taxiway of an airpark used in LSA is a rectangle for usable two way direction of runway. The array types of exit taxiway influence paved and unpaved runway occupancy time of LSA.

• 한국항공운항학회지
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• 제27권3호
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• pp.70-81
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• 2019

The effects of weather on aircraft operations are predominant. In particular, severe weather, such as fog, strong winds, rainfall and snow, can cause delays, diversion or cancellation of operations. Of these, fog is considered the main reason for restricting aircraft operations. Meanwhile, Precision instrument approach using instrument landing system(ILS) has allowed aircraft to land safely even in situations where visibility is limited. However, the precision instrument approach require not only the performance of the aircraft but also the enhancement of the runway. In November 2018, Gimpo international Airport raised the category of the runway 14R from CAT-IIIa to CAT-IIIb to improve aviation safety and operational efficiency. Based on this, the research presented a methodology for estimating benefits according to the category upgrade of the precision approach runway, and estimated the benefits to Gimpo International Airport based on the methodology presented.