• Journal of the Speleological Society of Korea
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• no.69
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• pp.21-31
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• 2005

There are lots of depression forms and closed small hollows in the Karst landforms. For example, doline, uvalas, corrosion plains are belong to this case. In Karst surface it can be find that the gorges, meander caves, natural bridges, blind valleys, steepheads and dry valleys are well known landforms.

• Transactions on Control, Automation and Systems Engineering
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• v.4 no.2
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• pp.114-123
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• 2002

Called VISTA (Variable-stability In-flight Simulator Test Aircraft), the one-of-a-kind NF-l6D has a simulation system that can mimic several aircraft. Though housed in an F-l6 Fighting Falcon airframe, VISTA can also act like the F-15 Eagle or the Navy's F-14 Tomcat. More importantly, such flexibility allows for improved training and consolidation of some sorties. Consequently USAF Test Pilot School students will have an opportunity to learn how to test future integrated cockpits. In this paper we will use the multiple model adaptive estimation (MMAE) and the multiple model adaptive controller (MMAC) techniques to model the aircraft's flight control system containing the longitudinal and lateral-directional axes. Single and dual actuator and sensor failures will also be included in the simulation. White Gaussian noise will be included to simulate the effects of atmospheric disturbances.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.29 no.2
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• pp.111-116
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• 2021

Normal Operation Safety Survey (NOSS) is a safety management tool used by air traffic control organizations to measure data related to threats and errors to proactively prevent accidents before they occur. NOSS was developed to be applied to the air traffic control field according to the concept of Line Operation Safety Audit (LOSA) conducted by airlines to reduce human errors in the cockpits. Safety management based on data is crucial for the prevention of control-related accidents, and the competency of observers for this is important for the successful implementation of NOSS. Based on LOSA implementation experiences and expert interviews, this paper introduces the international NOSS methods and discusses the key factors required for effective observation and the implementation methods and implications of NOSS observer training.

• The KIPS Transactions:PartA
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• v.11A no.3
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• pp.181-188
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• 2004

PDF(Parallel/Distributed Processing) is an internet-based parallel/distributed processing system that utilizes resources from hosts on the internet in idle state to perform large scale application through parallel processing, thus decreasing the total execution time. In this paper. do propose an adaptive method to be changed network environment at any time using realtime monitoring of host. It is found from experiments that parallel/distributed processing has better performance than its without monitoring as an adaptive strategy, which copy with task delay factor by overload and fault of network, be applicable to the cockpits of task allocation algorithm in PDP.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.13 no.2
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• pp.1-13
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• 2005

The objective of the study is to analyze the pilot's behavior such as preference and management technique to the automation of aircraft through Flight Management Attitude Questionnaire(FMAQ) survey. Participants in the survey are grouped in rank and nationality, and attitudes of those groups toward the automation are analyzed. Previous empirical studies have demonstrated large cross-nation differences in attitudes regarding task performance across several work domains including aviation. Analysis of the survey shows that the pilots in Asia region like the automation and its usage more than the pilots in western and Oceania regions. The trust in the automation is higher among glass cockpit pilots than among the conventional aircraft pilots. More foreign pilots than Korean pilots believe that the automation may deteriorate their flight skills. While more Korean pilots than foreign pilots agree that their flight skills can be kept by manual controls. The pilots also feel that the automated cockpits would require more verbal communications between crew members. For improving the automation management skills and the effective automation usage, the Situation Awareness training and Crew Resource Management(CRM) training are strongly suggested.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 1994.04a
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• pp.375-384
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• 1994

Depending upon the eye and head movement, the visual field is often classified into three categories; stationary field, eye field and head field. To investigate the effect of background condition on the size of stationary field, an experiment was conducted, in which the subject was instructed to search a target with distinct orientations. In each trial, a single target was presented on the rear-view screen projected by the two-field tachistoscope, with the visual angle subtended 4.3.deg. vertically and horizontally. Density, meridian and subject showed a significant effect on stationary field at .alpha.=0.01, where density was inversely proportional to the size of stationary field. The size of the stationary field on horizontal axis was larger than that on vertical axis, and that on right and below meridian also larger than on left and lower meridian. The shape was found to be horizontally oriented oval and statistically asymmetric with respect to horizontal and vertical axes. The regression equation to predict stationary field on the given background condition was suggested. These results were expected to be used as a designing guideline when arranging displays and controls on panels such as automobile display panels, cockpits, etc. In addition, it can be inferred from the results that eye field and head field are also subjected to the influence of background condition.

• Journal of the Ergonomics Society of Korea
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• v.14 no.1
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• pp.59-67
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• 1995

Depending upon the eye and head movement, the visual field is often classified into three categories ; stationary field, eye field and head and eye field. To investigate the effect of background condition on the size of the visual field, an experiment was conducted, in which the subject was instructed to search a target with distinct orientations. In each trial, a single target was presented on the perimeter modified to cover the range of 330 .deg. around the fixation point, with the visual angle subtended 1.4 .deg. vertically and horizontally. Nontarget density, meridian, size contrast and subject showed a significant effect on the visual field at .alpha. =0.01, where density was inversely proportional to the size of the visual field, and size contrast linearly proportional to the size of the visual field. The size of the visual field on horizontal axis was larger than that on vertical axis, and that on right and upper meridian was also larger than on left and lower meridian. The shape was found to be horizontally oriented oval and statistically asymmetric with respect to horizontal and vertical axes. In addition, the regression equations to predict the visual field on the given background condition were suggested. These results were expected to be used as a design guideline when arranging displays and controls on panels such as automobile display panels, cockpits, etc.

• Science of Emotion and Sensibility
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• v.10 no.4
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• pp.539-554
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• 2007

Pilots of large airplanes have to land their airplanes with insufficient visual information because of high approach speed, high vertical velocity and high location or altitude of the cockpits from the runway intending to touch down. This study verifies that, due to the insufficient information, large airplane pilots can't exactly perceive height of their airplanes during the flare. Study 1 explored whether it's possible for the pilots to accurately perceive height with the static visual cues only. We showed them pictures of the runway taken from the pilot's pionts of view and asked them to assess the height of the airplanes. They determined exact height of the airplanes at the height of 85 feet, but they could not, at lower than 55 feet which is the flare preparation altitude. Study 2 explored whether it's possible for the pilots to accurately perceive height when dynamic cues were added to the static visual cues. We showed them videos of the runway taken from the pilot's pionts of view. With more cues they determined exact height of the airplanes at the height of 50 feet, but they could not, at the altitude of lower than 30 feet which is the flare altitude. As experience is believed to be a major factor which affects interpretation of the visual cues, we compared the accuracy of the assessment of the experienced captions and that of the in-experienced first officers. We found there was no significant difference between them.