• The Korean Journal of Air & Space Law and Policy
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• v.17
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• pp.111-132
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• 2003

The air transport industry is the most important as means of human exchange between the countries. Because the spread effect and the durability by aviation cooperation between the countries are much higher than any other industry, a research about air transport industry is very important to allied industry field as well as national policy about International cooperation and integration. Specially, according to the economic interchange with North Korea becomes active, the role of air transport as related traffic network with North Korea becomes more important. The number of flights is increasing sharply after South-North summit meeting, and two sides established and are using temporary direct route between South-North Korea. When we consider that the number of flights utilizing temporary direct route is increasing every year, It is not desirable to use temporary routes continuously because the current agreement between South and North cant be reliable far the case of unexpected circumstance. In addition, the current agreement is not based on the international standards. The paper is to study the condition to promote the coordination of civil aviation in the whole Korean peninsula. As known, the aviation system in North Korea is mainly operated by military unit. The study will review the current status of air transport system of South and North and the effective way of cooperation of civil aviation between both sides. The cooperation between governments as well as between airlines is studied. The establishment of Air Traffic Service Agreement is going to be handled heavily because the stable air traffic service is the most required base for the operation of air transport. The authors also try to find a way to support the development of infrastructure of aviation industry in North Korea.

• Journal of the Korea Society of Computer and Information
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• v.18 no.9
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• pp.189-199
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• 2013

This study was conducted to identify the effect of a flight attendant's uniform quality on uniform satisfaction and on selecting an airline. To do that, uniform components were first classified into three factors esthetics, functionality, and symbolization. Then the differences of respondents'perception were tested according to the demographics of respondents. Finally the causal relationships among three uniform components, uniform satisfaction and select airline were examined. For the empirical study, the questionnaire data were collected from college and university student studying cabin crew service. The result of this study showed that the perceptions of students who study cabin crew service were significant on according some demographics information, esthetics, functionality and symbolization factors affecting uniform satisfaction, which had the positive effect on selecting an airline. These results suggested practical implications for cabin crew's uniform. These result include important managerial implications for the airlines. Also there was some limitation on a hypothesis of study and the further study were needed.

• Management & Information Systems Review
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• v.39 no.2
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• pp.77-94
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• 2020

While the importance of the service industry has increased at the national economy level, the service rate and job satisfaction of the flight attendants in the aviation service industry are not high. In this regard, this study aims to recognize what factors can reduce their job stress in the emotional work environment, and how job stress affects their attitude and job performance. More specifically, the current study tries to investigate how flight attendants' positive psychological status affect their job stress, organizational commitment, and knowledge sharing in the aspect of job performance. The main five constructs in these interrelationships include the flight attendants' positive psychological capital, leader-member exchange(LMX), job stress, organizational commitment, and knowledge sharing. This study conducted a quantitative research with 390 questionnaire for flight attendants, and analyzed the data using SPSS/PC version 20.0 and structural equation modeling program of AMOS 20.0. The findings show that the favorable leader-member exchange relationship between flight attendants plays a significant role in lowering job stress, while high job stress has a negative effect on organizational commitment and knowledge sharing. The result also shows that personal positive psychological capital acts as a trigger to influence other factors. Therefore, this study suggests that it is essential for airlines not only to promote an organizational system to support the flight attendants' emotional work but also to maintain a positive psychological state for securing competitive human resources.

• Journal of the Korea Convergence Society
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• v.9 no.4
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• pp.373-380
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• 2018

The purpose of this study was to identify the importance and performance ranking and differences in inflight meal service quality. Data were collected from A airlines passengers. In order to secure the validity and reliability of the measurement tools, exploratory factor analysis were conducted, accordingly meal, service, cleanliness were deduced. IPA results are as follows. First, the quadrant I consisted of meal flavor, meal quality, meal menu, balanced diet, korean food availability, cleanliness of dishes, cleanliness of crew clothes. In the II quadrant, appropriate temperature, appropriateness of meal distribute time, cleanliness of the meal were found. So, the airline managers should have the most interest in these attributes and had to improve first. The quadrant III showed meal quantity, liquor diversity, polite attitude, immediate response to the meal, knowledge of the meal, meal freshness. Lastly, the quadrant IV showed a variety of beverage and special meal order. It is considered that resource allocation is necessary for minimizing the amount of resources invested to the quadrant IV, and then it should be allocated the quadrant II, which is high in importance but low in performance.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.199-220
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• 2004

The Montreal Convention which came into force on November 4, 2003 over the world, has brought a fundamental change to the scope of carrier liability and expanded the sue scope of the carrier. Not only confirms the carrier liability, it also reflects the effects of code-share. In addition to integrate the existing principles that adopted by many conventions, the Montreal Convention has systematized the unity of international air transport into a single convention. It even successfully increased the extremely low compensation amount which was pointed out as a problem in the Warsaw Convention before. The Warsaw Convention, originally stood for the carriers, began to reflect the standpoint of the passengers. The Chinese Civil Aviation Law came into force on March 1, 1996. One of the significant characteristics of the law is that, the regulation on public and private law is mixed combined. Therein, the content of carrier liability system is prescribed in Chapter 9, which is explained in detail in this study. Besides, the relationship between the Montreal Convention and China will be expounded too. So far, China ranks the 5th in RPK and the 6thin FrK. However, in spite of the high ranks, China has not yet joined this convention. This can be regarded as a serious problem. China should join it as soon as possible for a further development and deeper cooperation with the air-industry-developed countries. Once the government ratifies the Montreal Convention, it will benefit both the Chinese passengers and the airlines.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.12 no.3
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• pp.41-63
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• 2004

The area covered by product liability in broadest sense is so vast that an attempt to analyse all its impact on the aviation world risk. Every effort has been made to confine our review of subject a closely as possible to its influence on aircraft manufacturers, airlines and passengers, in spite of strong connections with other spheres of commercial. Product Liability in aviation is the liability of aircraft's manufacturer, processor or non-manufacturing seller for injury to the person or property of a buyer or third party caused by a product which has been sold. Here-in a product is aircraft, third party is passengers who suffered damage by defective design, defective construction, inadequate instructions for handling in aircraft. Whenever a product turns out to be defective after it has been sold, there are under Anglo-American law three remedies available against the aircraft's manufacturer (1) liability for negligence (2) breach of warranty (3) strict liability in tort. There are Under continental law Three remedies available against the aircraft's manufacturer (1) liability for defective warranty (2) liability for non-fulfillment of obligation (3) liability in tort. It is worth pointing out here an action for breach of warranty or for defective warranty, for non-fulfillment of obligation is available only to direct purchaser on the basis of his contract with the aircraft's manufacturer, which of course weakness its range and effectiveness. An action for tort offers the advantage of being available also to third parties who have acquired the defective product at a later stage. In tort, obligations are constituted not only by contract, but also by stature and common law. In conclusion, There in no difference in principle of law. In conclusion I would like to make few suggestions regarding the product liability for aircraft's manufacturer. Firstly, current general product liability code does not specify whether government offices(e.g. FAA) inspector conducted the inspection and auditory certificate can qualify as conclusive legal evidence. These need to be clarified. Secondly, because Korea is gaining potential of becoming aircraft's manufacturer through co-manufacturing and subcontracting-manufacturing with the US and independent production, there needs legislation that can harmonize the protection of both aircraft's manufacturers and their injured parties. Since Korea is in primary stage of aviation industry, considerate policy cannot be overlooked for its protection and promotion. Thirdly, because aircraft manufacturers are risking restitution like air-carriers whose scope of restitution have widened to strict and unlimited liability, there needs importation of mandatory liability insurance and national warranty into the product liability for aircraft's manufacturers. Fourthly, there needs domestic legislation of air transportation law that clearly regulates overall legal relationship in air transportation such as carrier & aircraft manufacturer's liability, and aviation insurance.

• Journal of Korean Society of Transportation
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• v.23 no.4 s.82
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• pp.7-16
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• 2005

Rejected Takeoff Accidents are not common. but if occurred, it leads to big disaster From the year of 1959, when Jet Transport service opened, to the year of 2000, Rejected Takeoff accidents/incidents occurred total of 94 cases. All cases led to overrun, and major cause is to initiate stopping maneuvers over $V_1$, takeoff decision speed, according to National Transport Safety Board of America. Similar results are represented in Aviation Safety Reporting System of National Aeronautics and Space Administration. So I believe that it is worth studying if Airplane Flight Manual, which is the reference Performance criteria, is appropriate to operations of line pilots. The definition of $V_1$ has been revised a couple of times and Rejected Takeoff Certification Standards for Transport Airplanes was changed in 1998. It shows that up to now there are some portions unreasonable. This study focused on gathering the pilot's tendency for current Rejected Takeoff Procedures of K airlines and analyze the factors they concern. I chose B777 airplane and actually measured the recognition and reaction time of the rejected takeoff transitions through Simulators. And compared the results with the data of flight test and Airplane Flight Manual.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.11
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• pp.715-727
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• 2020

For the empirical analysis in this study, 335 cabin crews from large airline companies and budget airlines were interviewed using self-reporting questionnaires. The data was analyzed using the SPSS 23.0 and AMOS 23.0. First, of the organizational culture types, the relationship-oriented culture, hierarchy-oriented culture, and task-oriented culture were found to have negative impacts on job stress. Second, the innovation-oriented organizational culture, relationship-oriented culture, and hierarchy-oriented culture were found to have positive impacts on empowerment. Third, empowerment was found to have a negative impact on job stress. Fourth, as for the mediating effect of empowerment, the innovation-oriented culture, relationship-oriented culture, hierarchy-oriented culture, and task-oriented culture were verified to be all significantly mediated by empowerment in their relationship with job stress. As a result, it was shown that cabin crews of airline companies found their work more fun, interesting, and valuable in an organizational structure that was more oriented toward flexibility, rather than the hierarchical, task-oriented cultures that are more focused on control and order. It was also found that empowerment was a mediating factor in the relationship between organizational culture and job stress.

• The Journal of the Korea Contents Association
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• v.10 no.7
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• pp.404-419
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• 2010

The purpose of this study is to investigate the causal relationship between cabin attendants' job stress level and job satisfaction, organization commitment and turnover intention in the airline service industry. The study was done by conducting a questionnaire research. 215 questionnaires were distributed to cabin attendants of airlines, and 198 questionnaires of which are utilized for data analysis. The collected questionnaires were analyzed using spsswin 12.0 and Amos 5.0 statistical package for the empirical and statistical analysis. The conclusions were as follows: Firstly, cabin attendants' job stress level had significant negative impact on job satisfaction, but the organization commitment seemed to have a positive impact on overall job satisfaction level. Secondly, job stress didn't affect cabin attendants' organization commitment. The result of the study indicates that there needs to be various way implemented by airline management to dissolve the airline's cabin attendant's overall job stress, in order for the attendants to be satisfied with their job and consequently preventing a high turnover rate in the cabin attendant crew. Finally, the limitations of the study and directions for the future research are presented.

• Journal of Distribution Science
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• v.13 no.2
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• pp.63-73
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• 2015

Purpose - Satisfaction with service is evaluated according to customers' subjective judgment. The expected value of customer service and its evaluations depend on the customers' position. The customer recognizes two different forms of service levels. One is satisfaction and the other is dissatisfaction. Customers who are satisfied want to receive the service in future. However, those dissatisfied try to change the service. The service provider tries to improve the service. There are two different service cycles. One is the successful cycle and the other is the failure cycle. This study aimed to empirically determine the effects of the justice and authenticity of service recovery on customer behavioral intention through an integrated approach to cognitive justice and psychological authenticity. Research design, data, and methodology - Based on a literature review, justice of service recovery was categorized into three types: distributive, procedural, and interactive. Then, authenticity was added to obtain four independent variables, along with recovery satisfaction as a parameter. Behavioral intention, as an outcome variable, was divided into the repurchase intention and positive word-of-mouth. The model and hypotheses were created and measurement items were developed. A questionnaire survey of items concerning the service recovery experience at family restaurants was conducted on college students and residents in Gwangju from September 30 to October 31, 2013. A total of 400 copies of the questionnaire were sent out and 385 were returned. Respondents answered questions about the importance of, and satisfaction with service recovery on a 5-point Likert scale. Excluding 174 copies without service failure experiences and 7 inappropriate copies, 204 copies were analyzed using SPSS 21.0 for Windows and AMOS 20.0 to determine the reliability and validity of measurements. The hypotheses were tested through a goodness-of-fit analysis. Results - First, distributive justice positively affected recovery satisfaction. Second, procedural and interactive justice had no impact. Third, authenticity positively affected recovery satisfaction. Fourth, distributive justice had relatively stronger effects on recovery satisfaction than authenticity. Fifth, recovery satisfaction significantly affected repurchase intention and positive word-of-mouth and it proved effective in mediation. Finally, additional analysis was performed for descriptive statistics of the principal variables by various demographic characteristics and significant differences were found in gender, occupation, and so on. Conclusions - This study has academic significance as the fairness and authenticity of service recovery were investigated to reveal the effects on behavior. The findings could be applied to a wide range of service recovery strategies. However, there are some limitations. First, data was collected only from the residents of Gwangju and most respondents were aged 20-30. Future studies should target a wide range of areas and age groups. Second, because the questionnaire used in this study targets only convenience family restaurants, the results of this study cannot be generalized to all services companies. Future research should be done on a wide range of industries such as hotels, airlines, and hospitals, and perform a comparison between sectors.