목적: 고선량률 강내근접치료와 외부방사선의 병합치료는 자궁경부암의 표준치료법이지만, 최적의 병합 방식 및 선량 분할 스케줄은 아직 정해지지 않고 있다. 부분적으로는 이에 영향을 미치는 인자들의 다양성 및 기존의 문헌들의 방사선 선량에 관한 자세한 정보 부족을 그 이유로 들 수 있다. 이에 본 연구는 고선량률 강내근접치료에 대한 풍부한 경험을 바탕으로 단일기관에서 비교적 균일한 치료를 받은 많은 수의 환자 모집단을 대상으로 이들 다양한 인자들 및 방사선치료에 대한 자세한 분석을 통해서 최적의 방사선치료를 위한 지침을 얻고자 하였다. 대상 및 방법: 1990년부터 1996년까지 연세암센터에서 고선량률 강내근접치료 및 외부방사선치료로 자궁경부암에 대한 근치적 치료를 받은 743명의 환자들을 대상으로 하였으며, 중앙추적관찰 기간은 52개월이었다. FIGO 병기 분포는 IB 198명, IIA 77명, IIB 364명, IIIA 7명, IIIB 89명, IVA 8명이었다. 전골반방사선 선량은
The main purpose of the investigation of an accident caused by aircraft is to be prevented the sudden and casual accidents caused by wilful misconduct and fault from pilots, air traffic controllers, hijack, trouble of engine and machinery of aircraft, turbulence during the bad weather, collision between birds and aircraft, near miss flight by aircrafts etc. It is not the purpose of this activity to apportion blame or liability for offender of aircraft accidents. Accidents to aircraft, especially those involving the general public and their property, are a matter of great concern to the aviation community. The system of international regulation exists to improve safety and minimize, as far as possible, the risk of accidents but when they do occur there is a web of systems and procedures to investigate and respond to them. I would like to trace the general line of regulation from an international source in the Chicago Convention of 1944. Article 26 of the Convention lays down the basic principle for the investigation of the aircraft accident. Where there has been an accident to an aircraft of a contracting state which occurs in the territory of another contracting state and which involves death or serious injury or indicates serious technical defect in the aircraft or air navigation facilities, the state in which the accident occurs must institute an inquiry into the circumstances of the accident. That inquiry will be in accordance, in so far as its law permits, with the procedure which may be recommended from time to time by the International Civil Aviation Organization ICAO). There are very general provisions but they state two essential principles: first, in certain circumstances there must be an investigation, and second, who is to be responsible for undertaking that investigation. The latter is an important point to establish otherwise there could be at least two states claiming jurisdiction on the inquiry. The Chicago Convention also provides that the state where the aircraft is registered is to be given the opportunity to appoint observers to be present at the inquiry and the state holding the inquiry must communicate the report and findings in the matter to that other state. It is worth noting that the Chicago Convention (Article 25) also makes provision for assisting aircraft in distress. Each contracting state undertakes to provide such measures of assistance to aircraft in distress in its territory as it may find practicable and to permit (subject to control by its own authorities) the owner of the aircraft or authorities of the state in which the aircraft is registered, to provide such measures of assistance as may be necessitated by circumstances. Significantly, the undertaking can only be given by contracting state but the duty to provide assistance is not limited to aircraft registered in another contracting state, but presumably any aircraft in distress in the territory of the contracting state. Finally, the Convention envisages further regulations (normally to be produced under the auspices of ICAO). In this case the Convention provides that each contracting state, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time pursuant to the Convention. Since 1944 further international regulations relating to safety and investigation of accidents have been made, both pursuant to Chicago Convention and, in particular, through the vehicle of the ICAO which has, for example, set up an accident and reporting system. By requiring the reporting of certain accidents and incidents it is building up an information service for the benefit of member states. However, Chicago Convention provides that each contracting state undertakes collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end, ICAO is to adopt and amend from time to time, as may be necessary, international standards and recommended practices and procedures dealing with, among other things, aircraft in distress and investigation of accidents. Standards and Recommended Practices for Aircraft Accident Injuries were first adopted by the ICAO Council on 11 April 1951 pursuant to Article 37 of the Chicago Convention on International Civil Aviation and were designated as Annex 13 to the Convention. The Standards Recommended Practices were based on Recommendations of the Accident Investigation Division at its first Session in February 1946 which were further developed at the Second Session of the Division in February 1947. The 2nd Edition (1966), 3rd Edition, (1973), 4th Edition (1976), 5th Edition (1979), 6th Edition (1981), 7th Edition (1988), 8th Edition (1992) of the Annex 13 (Aircraft Accident and Incident Investigation) of the Chicago Convention was amended eight times by the ICAO Council since 1966. Annex 13 sets out in detail the international standards and recommended practices to be adopted by contracting states in dealing with a serious accident to an aircraft of a contracting state occurring in the territory of another contracting state, known as the state of occurrence. It provides, principally, that the state in which the aircraft is registered is to be given the opportunity to appoint an accredited representative to be present at the inquiry conducted by the state in which the serious aircraft accident occurs. Article 26 of the Chicago Convention does not indicate what the accredited representative is to do but Annex 13 amplifies his rights and duties. In particular, the accredited representative participates in the inquiry by visiting the scene of the accident, examining the wreckage, questioning witnesses, having full access to all relevant evidence, receiving copies of all pertinent documents and making submissions in respect of the various elements of the inquiry. The main shortcomings of the present system for aircraft accident investigation are that some contracting sates are not applying Annex 13 within its express terms, although they are contracting states. Further, and much more important in practice, there are many countries which apply the letter of Annex 13 in such a way as to sterilise its spirit. This appears to be due to a number of causes often found in combination. Firstly, the requirements of the local law and of the local procedures are interpreted and applied so as preclude a more efficient investigation under Annex 13 in favour of a legalistic and sterile interpretation of its terms. Sometimes this results from a distrust of the motives of persons and bodies wishing to participate or from commercial or related to matters of liability and bodies. These may be political, commercial or related to matters of liability and insurance. Secondly, there is said to be a conscious desire to conduct the investigation in some contracting states in such a way as to absolve from any possibility of blame the authorities or nationals, whether manufacturers, operators or air traffic controllers, of the country in which the inquiry is held. The EEC has also had an input into accidents and investigations. In particular, a directive was issued in December 1980 encouraging the uniformity of standards within the EEC by means of joint co-operation of accident investigation. The sharing of and assisting with technical facilities and information was considered an important means of achieving these goals. It has since been proposed that a European accident investigation committee should be set up by the EEC (Council Directive 80/1266 of 1 December 1980). After I would like to introduce the summary of the legislation examples and system for aircraft accidents investigation of the United States, the United Kingdom, Canada, Germany, The Netherlands, Sweden, Swiss, New Zealand and Japan, and I am going to mention the present system, regulations and aviation act for the aircraft accident investigation in Korea. Furthermore I would like to point out the shortcomings of the present system and regulations and aviation act for the aircraft accident investigation and then I will suggest my personal opinion on the new and dramatic innovation on the system for aircraft accident investigation in Korea. I propose that it is necessary and desirable for us to make a new legislation or to revise the existing aviation act in order to establish the standing and independent Committee of Aircraft Accident Investigation under the Korean Government.
A survey was made of 976 students who were selected among students of 5 middle schools at Taegu so that it could furnish basic knowledge about sex education of adolescents by analyzing students recognition of sex, acquaintance with the opposite-sex, sex-education, The survery took a month from Nov. 1, to Nov 30, 1991. The results of this study are summarized as follows. 1. The general characteristics of the surveyed students. The survey consisted of 332 boys middle school student & 325 girls middle school students, 157 male & 162 female students of coeducational middle schools. 32.9% of them were from the first grade, 33.2% from the second grade & 33.9% from the third grade. 35.7% of them believed in Buddhism, 19% Christianism and the mode of their living standard, 86.7%, fell on 34.7% of their parents engaged in commerce and they were followed by salary man and public officals, 93.1 % of the students, parents were alive. 44.9% of their fathers were graduates of high school and 42.2% of their mothers middle school. 2. Sexual maturity 89.1 % of the surveyed girls had experienced menstruation. The mode of first menstruation, 48.2%, was at the age of 13 and the mean of it was 12.9, 3.7% the surveyed boys had exprienced a wet drem before. The mode of the first wet dream, 40.0%, was at the age of 14 and the mean was 13.4. 21.3% of surveyed students had the experience of masturbation but the number of girls fell far short of that boys. The mode of the first masturbation, 37.0%, was at the age of 14 and the mean was 13.4. 3. The acquaintance and sexual relations with the opposite sex 1) Analyzing the students actual conditions with the opposite, I found out that 52.3% of them wanted to have any kind of relations with the opposite and that 30.25 had already had some kind of relations. 73.2% of the students having relations with the opposite thought the other sex merely as a friend and the number of students who were thinking that way was distributed evenly among schools. 28.8% of the students had got acquainted with the other sex through their frieds and there were not much difference between boys and girls in the method of getting acquainated with the opposite. About 35.2% of the students having relations with the opposite came from the third grade. 47.8% of them answered that the meeting place was not fixed and 26.4% answered that they were meeting their parthers outdoors. 60.7% replyed that they were not disturbed in their studies by the relations with the other sex. 2) Most of the students 79.4%, answered that they had never had sexual relations and 16.3% of the rest said that thery were expressing their feelings by grasping each other's hand. 3) 16.6% of the surveyed students asid that they had the exprience of smoking, 1.1 % of an illusion caused by inhaling chemical addhesives, 44.0% of drinking and 41.4% of warching pornographic films. 4. The knowledge and attitude about the sex 1) The distribution and analysis according to schools and grades : 64.8% of the surveyed students answered correctly to the questions about mensturation, 49.3 % did so about wet dreams, 94.3 % did so about conception, 60.6% did so about child birth, 73.9% did so about AIDS and 50.1 % did so about sexual diseases. Roughly speaking, they had not much knowledge of sexual diseases. 2) The recognition of sex according to schools and grades : 39.0% of the students said that they had worries about sex. 33.1 % of what they worried was concerned with their bodies and 26.8% was about the acqaintance and relationship with the opposite sex. The girls were much more concerned about the former and the boys the latter. 51.1 % of the students asid that they had no specific opinion of masturbation but 19.2% said that's alright if self-restrained. About the sexual intercourse before marriage, 75.7% said negatively. 5. The need for sex education most of the students, 99.4% said they needed sex education and there was not much difference in that thought among schools. And 49.7% answered that schools, families, and societies were equlally important in sex education. About half of the students, exactly 50.2%. considered it as the main reason of sex education to prevent accidents cauesd by ignorance of sex. 81.4% said that they had had some kind of sex education. Most of the educations, 87.0%, had taken place at schools but 5.2% said they were getting most of the knowledge about sex from therir friednds, juniors and seniors. 59.5% of the students who had ever had a sex education said "Just so, so" when asked of the level of their contentment but the number of students who said "satisfied" was only a few, 16.1 %. 20.7% of the survered answered that thery wanted sex education to be made in the course of home life, and 26.6 % of the students most wanted to know about the acquaintance and relationship with the oppostie sex, 29.0% preferred nurse teachers as proper councellors of sex education. The mode of their present councellors, 42.0%, was friends but only 7.6% answered they dicussed with teachers. 6. The correlation analysis between general characteristcs and sexual behaviors of the surveyed students revealed that sex had a signigicant(P<0.001) positive correlation with parents' love toward students(P<0.01), the experience of masturbation, smoking, an illusion caused by inhaling chemical adhesives and the experience of watching pornographic films. And the standard of living had a significant(P<0.01) positive correlation(P<0.01) with grade point average, parents' existence(P<0.01) and parents' love, but a significant(P<0.01) negative correlation with sexual worries. grade point average had a significant(P<0.01)negative correlation with the experience of an illusion caused by chemical adhesives(P<0.01) and smoking. Parents' existence had significant(P<0.01) positive correlations with parents' love and smoking but a significant(P<0.01) negative correlation with the experience of an illusion by chemical adhesives. There was a significant(P<0.01) negative correlations between parents' love and the experience of an illusion by chemical adhesives, and a significant(P<0.001) positive correlation among masturbation and sexual worries, smoking, an illusion by chemical adhesives and the experience of watching pornographic films. There was a significant(P<0.001) positive correlation among acquaintance with the opposite sex, smoking, the experience of an illusion by chemical adhesives and watching pornographic films. Sexual worries had significant(P<0.01) positive correlations with smoking, the experience of an illusion by chemical adhesives and watching pornographic films. smoking had a significant positive correlation with drinking the experirence of, an illusion by chemical adhesives and watching pornographic films. Finally, there was a significant(P<0.01) positive correlation between the drinking experience and the illusion experience by chemical adhesives. According to the results mentioned above, the fact is certain that there is a great need for sex education of adolescents. Therefore, it is desirable that the schools teach sexual physiology and normal positively and that sex education including hygien education be an independant course in the curriculums. Furthermore, it is essential that the schools should have enough nurse teachers to take up sex education, expand training opportunities for them and that they develop educational materials. Considering the unbalance of the level of sex educations between boys and girls, I want to suggest that all boys and girls have sex education evenly and lead happy lives by correction irrational thought about sex, that is to say, sex discrimination, Sex education programs, especially of middle school students, should be reexamined if it is to give the students effective and profitable knowledge about sex. In addition, the government should establish a policy of adolescents' sex education to have healthy opinions of sex settled nationwide.
프로펠러여객기 운항시대에 만들어졌던 국제항공운송인의 민사책임관계를 규정한 1992년의 바르샤바조약은 1955년의 헤이그 개정의정서, 1961년의 과다라하라조약, 1971년의 과테말라의정서 및 1975년의 몬트리올 제1, 제2, 제3및 제4의 정서 등 한개의 조약과 여섯 개의 의정서 등에 의하여 여러 차례 개정이 되었고 보완되면서 70여 년간 전세계를 지배하여 왔지만 오늘날 초음속(마하)으로 나르고 있는 제트여객기 운항시대에 적합하지 않아 "바르샤바조약체제" 상의 문제점이 많이 제기되어 왔다. 특히 시대에 뒤떨어진 "바르샤바조약체제" 는 2개의 조약과 여섯 개의 의정서로 매우 복잡하게 구성되어 있었으며 항공기사고로 인한 국제항공운송인의 손해배상사건에 있어 배상한도액이 유한책임으로 규정되어 있어 항상 가해자인 항공사와 피해자인 여객들간에 분쟁(소송 등)이 끊이지 않고 있으므로 이를 어느정도 해결하기 위하여 UN산하 ICAO에서는 상기 여러 개 조약과 의정서를 하나의 조약으로 통합(integration)하여 단순화시키고 현대화(modernization)시키기 위하여 20여 년간의 작업 끝에 1999년 5월에 몬트리올에서 새로운 국제항공운송인의 민사책임에 관한 조약(몬트리올 조약)을 제정하였다. "바르샤바조약체제" 를 근본적으로 개혁한 몬트리올 조약은 71개국과 유럽통합지역기구가 서명하였으며 미국을 비롯하여 33개국이 비준하여 2003년 11월 3일부터 전세계적으로 발효되었음으로 이 조약은 앞으로 전세계의 항공운소업계를 지배하게 되리라고 본다. 본 논문에서는 몬트리올 조약의 성립경위와 주요내용(국제항공여객운송인의 손해배상책임: (1)총설, (2)조약의 명칭, (3)조약의 전문, (4)국제항공여객에 대한 책임원칙과 배상액((ㄱ)국제항공여객의 사상에 대한 배상, (ㄴ)국제항공여객의 연착에 대한 배상), (5)손해배상 한도액의 자동조정, (6)손해배상금의 일부전도, (7)손해배상청구소송의 제기관계, (8)국제항공여객의 주거지에서의 재판관할관계, (9)항공계약운송인과 항공실제운송인과의 관계, (10)항공보험)을 요약하여 간략하게 설명하였다. 1999년 몬트리올 조약의 핵심사항은 국제항공운송인의 손해배상책임에 관하여 무한책임을 원칙으로 하되 100,000 SDR까지는 무과실책임주의를 채택하였고 이 금액을 초과하는 부분에 대하여서는 과실추정책임주의를 채택하였음으로 "2단계의 책임제도" 를 도입한 점과 항공기사고로 인한 피해자(여객)는 주소지의 관할법원에 가해자(항공사)를 상대로 손해배상청구소송을 제기할 수 있는 제 5재판관할권을 새로이 도입하였다는 점이다. 현재 우리 나라는 전세계에서 항공여객수송량이 11위 권에 접어들고 있으며 항공화물수송량도 3위 권을 차지하고 있음에도 불구하고 아직도 이 조약에 서명 내지 비준을 하지 않고 있음은 문제점으로 지적될 수가 있음으로 그 해결방안으로 세계의 항공산업선진국들과 어깨를 나란히 하고 상호 협력하기 위하여 조속히 우리 나라도 이 조약에 서명하고 비준하는 것이 필요하다고 본다. 한편 우리 나라와 일본은 국내항공운송에 있어서는 국내에서 항공기사고가 발생하였을 때에 국내항공여객운송인의 민사책임을 규정한 법률이 없기 때문에 항상 항공사 측과 피해자간에 책임원인과 한계 및 손해배상액을 놓고 분규가 심화되어 가고있으며 법원에서 소송이 몇 년씩 걸리어 피해자 보호에 만전을 기 할 수가 없는 실정에 있다. 현재 이와 같은 분규의 신속한 해결을 위하여 국내항공운송약관과 민상법의 규정을 적용 내지 준용하여 처리할 수밖에 없는 실정인데 항공기사고의 특수성을 고려하여 볼 때 여러 가지 문제점이 많이 제기되고 있다. 이와 같은 문제점을 해결하기 위하여 국내항공여객운송인의 책임한계 및 손해배상액을 분명하게 정하고 재판의 공평성과 신속성을 도모하기 위하여서는 항공운송계약 당사자간의 책임관계를 명확하게 규정한 "가칭, 항공운송법" 의 국내입법이 절실히 필요하다고 본다.