• International Journal of Naval Architecture and Ocean Engineering
• /
• v.13 no.1
• /
• pp.208-222
• /
• 2021

Managing with the presence of sea ice is the primary challenge in the operation of floating platforms in the Arctic region. It is widely accepted that offshore structures operating in Arctic conditions need station-keeping methods as well as ice management by icebreakers. Dynamic Positioning (DP) is one of the station-keeping methods that can provide mobility and flexibility in marine operations. The presence of sea ice generates complex external forces and moments acting on the vessel, which need to be counteracted by the DP system. In this paper, an icevaning control algorithm is proposed that enables Arctic offshore vessels to perform DP operations. The proposed icevaning control enables each vessel to be oriented toward the direction of the mean environmental force induced by ice drifting so as to improve the operational safety and reduce the overall thruster power consumption by having minimum external disturbances naturally. A mathematical model of an Arctic offshore vessel is summarized for the development of the new icevaning control algorithm. To determine the icevaning action of the Arctic offshore vessel without any measurements and estimation of ice conditions including ice drift, task and null space are defined in the vessel model, and the control law is formulated in the task space. A backstepping technique is utilized to handle the nonlinearity of the Arctic offshore vessel's dynamic model, and the Lyapunov stability theory is applied to guarantee the stability of the proposed icevaning control algorithm. Experiments are conducted in the ice tank of the Korea Research Institute of Ships and Ocean Engineering to demonstrate the feasibility of the proposed approach.

• The Bulletin of The Korean Astronomical Society
• /
• v.38 no.2
• /
• pp.89.1-89.1
• /
• 2013

We present a multiwavelength study of the X-class flare, which occurred in active region (AR) NOAA 11339 on 3 November 2011. The EUV images recorded by SDO/AIA show the activation of a remote filament (located north of the AR) with footpoint brightenings about 50 min prior to the flare occurrence. The kinked filament rises-up slowly and after reaching a projected height of ~49 Mm, it bends and falls freely near the AR, where the X-class flare was triggered. Dynamic radio spectrum from the Green Bank Solar Radio Burst Spectrometer (GBSRBS) shows simultaneous detection of both positive and negative drifting pulsating structures (DPSs) in the decimetric radio frequencies (500-1200 MHz) during the impulsive phase of the flare. The global negative DPSs in solar flares are generally interpreted as a signature of electron acceleration related to the upward moving plasmoids in the solar corona. The EUV images from AIA $94{\AA}$ reveal the ejection of multiple plasmoids, which move simultaneously upward and downward in the corona during the magnetic reconnection. The estimated speeds of the upward and downward moving plasmoids are ~152-362 and ~83-254 km/s, respectively. These observations strongly support the recent numerical simulations of the formation and interaction of multiple plasmoids due to tearing of the current-sheet structure. On the basis of our analysis, we suggest that the simultaneous detection of both the negative and positive DPSs is most likely generated by the interaction/coalescence of the multiple plasmoids moving upward and downward along the current-sheet structure during the magnetic reconnection process. Moreover, the differential emission measure (DEM) analysis of the active region reveals presence of a hot flux-rope structure (visible in AIA 131 and $94{\AA}$) prior to the flare initiation and ejection of the multi-temperature plasmoids during the flare impulsive phase.

• Journal of the korean academy of Pediatric Dentistry
• /
• v.38 no.1
• /
• pp.51-55
• /
• 2011

Supernumerary teeth are dental abnormalies in the permanent dentition and the primary dentition. The etiology is unclear, but it may occur due to dichotomy of the tooth bud or hyperactivity of dental lamina. They occur more in the permanent dentition than in the primary dentition, with the most common site being the premaxillary area. Supernumerary teeth can be classified by morphology and position. Supplemental tooth refers to normal shape tooth. The treatment of supernumerary teeth depends on its shape, position, effect on dentition, and child's physiological condition. In this case, supernumerary primary tooth in the maxillary molar area was revealed by radiographical and clinical examination, but it was difficult to determine which is the supernumerary tooth. The tooth on the mesial side was extracted to induce the formation of adequate space and to prevent excessive space loss, and the result was favorable.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.29 no.4
• /
• pp.338-347
• /
• 2023

Jinhae Bay, characterized by frequent runaway ships and strong winds during typhoon attacks, poses a high risk of maritime accidents such as ship collisions and groundings. This study aims to determine a safe separation distance between ships in the Jinhae Bay anchorage, considering the unique environmental characteristics of the Korean sea area. Analysis revealed that an average of 100-200 ships anchor in the typhoon avoidance area in Jinhae Bay during typhoon attacks, with approximately 70% of ships experiencing anchor dragging owing to strong external forces exceeding 25 m/s wind speeds. In this study, we analyzed and presented the separation distances between ships during anchoring operations based on domestic and international design standards, separation distances between ships used as actual typhoon shelters in Jinhae Bay, and appropriate safe distances for ships drifting under strong external forces. The analysis indicated that considering the minimum criteria based on the design standards and emergency response time, a minimum safe distance of approximately 400-900 m was required. In cases where ample space was available, the separation distance was recommended to be set between 700 to 900 m. The findings of this study are anticipated to contribute to the development of guidelines for establishing safe separation distances between ships seeking refuge from typhoons in Jinhae Bay in the future.

• The Korean Journal of Air & Space Law and Policy
• /
• v.30 no.2
• /
• pp.37-81
• /
• 2015

AirAsia QZ8501 Jet departed from Juanda International Airport in, Surabaya, Indonesia at 05:35 on Dec. 28, 2014 and was scheduled to arrive at Changi International Airport in Singapore at 08:30 the same day. The aircraft, an Airbus A320-200 crashed into the Java Sea on Dec. 28, 2014 carrying 162 passengers and crew off the coast of Indonesia's second largest city Surabaya on its way to Singapore. Indonesia's AirAsia jet carrying 162 people lost contact with ground control on Dec. 28, 2014. The aircraft's debris was found about 66 miles from the plane's last detected position. The 155 passengers and seven crew members aboard Flight QZ 8501, which vanished from radar 42 minutes after having departed Indonesia's second largest city of Surabaya bound for Singapore early Dec. 28, 2014. AirAsia QZ8501 had on board 137 adult passengers, 17 children and one infant, along with two pilots and five crew members in the aircraft, a majority of them Indonesian nationals. On board Flight QZ8501 were 155 Indonesian, three South Koreans, and one person each from Singapore, Malaysia and the UK. The Malaysia Airlines Flight 370 departed from Kuala Lumpur International Airport on March 8, 2014 at 00:41 local time and was scheduled to land at Beijing's Capital International Airport at 06:30 local time. Malaysia Airlines also marketed as China Southern Airlines Flight 748 (CZ748) through a code-share agreement, was a scheduled international passenger flight that disappeared on 8 March 2014 en route from Kuala Lumpur International Airport to Beijing's Capital International Airport (a distance of 2,743 miles: 4,414 km). The aircraft, a Boeing 777-200ER, last made contact with air traffic control less than an hour after takeoff. Operated by Malaysia Airlines (MAS), the aircraft carried 12 crew members and 227 passengers from 15 nations. There were 227 passengers, including 153 Chinese and 38 Malaysians, according to records. Nearly two-thirds of the passengers on Flight 370 were from China. On April 5, 2014 what could be the wreckage of the ill-fated Malaysia Airlines was found. What appeared to be the remnants of flight MH370 have been spotted drifting in a remote section of the Indian Ocean. Compensation for loss of life is vastly different between US. passengers and non-U.S. passengers. "If the claim is brought in the US. court, it's of significantly more value than if it's brought into any other court." Some victims and survivors of the Indonesian and Malaysia airline's air crash case would like to sue the lawsuit to the United States court in order to receive a larger compensation package for damage caused by an accident that occurred in the sea of Java sea and the Indian ocean and rather than taking it to the Indonesian or Malaysian court. Though each victim and survivor of the Indonesian and Malaysia airline's air crash case will receive an unconditional 113,100 Unit of Account (SDR) as an amount of compensation for damage from Indonesia's AirAsia and Malaysia Airlines in accordance with Article 21, 1 (absolute, strict, no-fault liability system) of the 1999 Montreal Convention. But if Indonesia AirAsia airlines and Malaysia Airlines cannot prove as to the following two points without fault based on Article 21, 2 (presumed faulty system) of the 1999 Montreal Convention, AirAsia of Indonesiaand Malaysia Airlines will be burdened the unlimited liability to the each victim and survivor of the Indonesian and Malaysia airline's air crash case such as (1) such damage was not due to the negligence or other wrongful act or omission of the air carrier or its servants or agents, or (2) such damage was solely due to the negligence or other wrongful act or omission of a third party. In this researcher's view for the aforementioned reasons, and under the laws of China, Indonesia, Malaysia and Korea the Chinese, Indonesian, Malaysia and Korean, some victims and survivors of the crash of the two flights are entitled to receive possibly from more than 113,100 SDR to 5 million US$ from the two airlines or from the Aviation Insurance Company based on decision of the American court. It could also be argued that it is reasonable and necessary to revise the clause referring to bodily injury to a clause mentioning personal injury based on Article 17 of the 1999 Montreal Convention so as to be included the mental injury and condolence in the near future.