• Journal of Advanced Navigation Technology
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• v.27 no.4
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• pp.346-350
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• 2023

The International Civil Aviation Organization (ICAO) introduced a safety management system in the aviation sector for aviation safety and mandated the implementation of safety management systems and national safety programs. The activation of the airline's safety management system is not just a requirement for organizational members to create and comply with necessary regulations, but a safety culture to promote and improve flight safety must be established within the organization. Therefore, the safety culture of airlines acts as a major key variable in the safety management system that directly affects safety performance. This study compared the data from the European pilot safety culture awareness, which was the basic data of the survey, with statistics on the safety culture awareness of domestic flight attendants to analyze the differences in safety culture between the two groups.

• Journal of Advanced Navigation Technology
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• v.27 no.5
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• pp.534-539
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• 2023

Currently, in Korea, to obtain a jet type rating, you must receive training on a small business jet model. The reason is because of the law in the Aviation Safety Act Enforcement Rules 『Appendix 4』 that states, "You must receive at least 2 hours of flight training." In the end, it is acquiring type rating as a small business jet aircraft with relatively low operating costs. The qualifications acquired in this way are different from those for aircraft operated by airlines. However, if you have an initial jet type rating, you can acquire an airline aircraft qualification just by training on a simulator, so airlines want you to have at least a small-jet type rating. However, in the United States and Australia, there is a system in place to acquire initial jet type rating through simulator training without actual flight training.

• Journal of Radiation Protection and Research
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• v.38 no.1
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• pp.44-51
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• 2013

ICRP recommended that cosmic ray exposure to the pilot and cabin crew would be considered as an occupational exposure due to their relatively high exposure. Since 2012 with the Act No. 10908 (Natural radiation management), the guideline of cosmic ray exposure to the pilot was established in Korea. The applicability of the solid-state nuclear track detector for personal dose assessment of pilot and cabin crew was evaluated. Dose linearity and angle dependence of dosimeters to the neutron were evaluated by $^{252}Cf$ neutron emitting source. The track density has a good agreement with the dose ($r^2$=0.99) and highly dependent on the degree of an angular of the dosimeter to the neutron source. In addition, the dosimeters (SSNTD) were exposed to cosmic ray in an aircraft during its cruising for more than two months in collaboration with Airline Pilots Association of Korea. Although the correlation between the track density from aircraft cruising altitude and expected neutron dose is low, however RSNS dosimeter could be used for personal neutron dosimeter. For application of RSNS as a personal dosimeter for pilot and cabin crew, additional studies are required.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.279-310
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• 2015

The Montreal Convention is an agreement that governs the liability of air carriers for injury and death to passengers travelling internationally by air. The Montreal Convention serves as the exclusive legal framework for victims and survivors seeking compensation for injuries or death arising from accidents involving international air travel. The Montreal Convention sets monetary liability caps on damages in order to promote the financial stability of the international airline transport industry and protect the industry from exorbitant damages awards in courts that would inevitably bankrupt an airline. The Convention allows a litigant suing under the Convention to avoid the liability caps in instances where the airline's culpability for the injury or death is the direct result of negligence, another wrongful act, or an omission of the airline or its agents. The Montreal Convention identifies specific locations as appropriate venues to advance claims for litigants seeking compensation. These venues are closely tied to either the carrier's business operations or the passenger's domicile. In March 2015, in an act of suicide stemming from reactive depression, the co-pilot of Germanwings flight 9525 intentionally crashed the aircraft into the French Alps killing the passengers and the remaining crew. Subsequent to the crash, there were media reports that Lufthansa made varying settlement offers to families of the passengers who died aboard the flight ranging from $8,300 USD to $4.5 Million USD depending on the passengers' citizenship. The unverified offers by Lufthansa prompted outcries from the families of the decedent passengers that they would institute suit against the airline in a more plaintiff friendly jurisdiction such as the United States. The first part of this article accomplishes two goals. First, it examines the Montreal Convention's venue requirement along with an overview of the recoverable damages from countries comprising the citizenship of the passengers who were not American. The intentional crash of Germanwings flight 9525 by its First Officer encompasses the possibility that Lufthansa may be exposed to unlimited compensatory damages beyond the liability caps contained in the Convention. The second part of this article explores the application of the Convention's liability limits to the Germanwings flight to demonstrate that the likelihood of escaping the liability limits is slim.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.25 no.4
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• pp.1-23
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• 2017

Organizational culture among flight crews has a profound impact on the individual attitude and behavior of member flight crews, and active training is conducted focusing on improving flight crews' Crew Resource Management(CRM) performance. However, adequate research and training on the relationships between flight crew's individual culture and CRM performance have not been conducted. Hence, this study examined the effect of individual cultural values on CRM performance and the moderation effect of psychological safety, with captains and first officers working for commercial airlines as participants. For the factors related to individual cultural value scale, power distance had no significant effect on CRM performance, uncertainty avoidance had a significant negative effect, and individualism had a significant positive effect. With regard to the moderation effect of psychological safety on the relationships between individual cultural values and CRM performance, a significant interaction was found between power distance and CRM performance, but not between uncertainty avoidance and CRM performance, or between individualism and CRM performance. Power distance and CRM performance exhibited a strong negative correlation in case of low psychological safety. Compared to existing research measuring the cultural characteristics of pilot groups on a national or organizational culture level, this study is uniquely valuable in that it also covers the relationship between individual cultural values of commercial airline flight crews and CRM performance.

• Journal of Advanced Navigation Technology
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• v.17 no.3
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• pp.279-284
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• 2013

Among the phases of flight operations pilots feel much pressure in landing segment. There is a number of factors affecting landing safety while pilots reduce aircraft speeds and make a touchdown and stop completely. If runway length is sufficient for landing, there maybe is no problem. But it is not the case all the time. So it is necessary to confirm whether landing performance is within limits or not. Required landing distance is actual landing distance demonstrated by flight test pilot plus allowances for average airline pilots. FAR(Federal Aviation Regulations) AFM certification is based upon manual landing for dry and wet runway. Other runway conditions are not the certification basis. JAR dictates even contaminated/slippery runway is included by prescribed allowances. Automatic landing is not certification basis, so actual landing distances are provided. In this paper I would like to analyze distance allowances included in each type of runway condition. In addition there is no regulation about allowances for specific runway condition, I would suggest adequate allowances for that case.

• Korean journal of aerospace and environmental medicine
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• v.30 no.3
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• pp.83-85
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• 2020

In commemoration of Vol. 30, Issue 3, our journal prepared five review articles and one original paper. The global outbreak of COVID-19 in 2020 has impacted our society, and especially the aviation and travel industries have been severely damaged. Kwon presented the aviation medical examination regulations related to COVID-19 announced by the Ministry of Land, Infrastructure, and Transport of the Republic of Korea. Lim summarized various efforts of airlines to overcome the crisis in the aviation industry. He also discussed the management of these aircraft as the number of airplanes landing for long periods increased. Finally, he suggested various quarantine guidelines at airports and onboard aircraft. COVID-19 has had a profound impact on mental health as well as physical effects. Kim investigated the impact of COVID-19 on mental health and suggested ways to manage the stress caused by it. The Internet of Things (IoT) refers to a technology in which devices communicate with each other through wired or wireless communication. Hyun explained the current state of the technology of the IoT and how it could be used, especially in the aviation field. In the area of airline service, various situations arise between passengers and crew. Therefore, role-playing is useful in performing education to prepare and respond to passengers' different needs appropriately. Ra introduced the conceptual background and general concepts of role-playing and presented the actual role-play's preparation process, implementation, evaluation, and feedback process. For a fighter to fly for a long time and perform a rapid air attack, air refueling is essential, which serves refueling from the air rather than from the aircraft base. Koo developed a questionnaire based on the HFACS (Human Factors Analysis and Classification System) model and used it to conduct a fighter pilot survey and analyze the results.

• Journal of Advanced Navigation Technology
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• v.27 no.5
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• pp.658-665
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• 2023

Take-off weight is a key factor for improving accuracy when estimating an aircraft's carbon emissions and fuel consumption. However, the takeoff weight contains sensitive payload information that can infer the airline's management strategy, making it impossible to leak it outside. Although several models for estimating takeoff weight have been presented in previous studies, the researcher points out that there are limitations of the study caused by variables at the pilot's discretion. In this paper, several variables related to takeoff weight are identified to suggest a way to control these limits. Among them, variables that can improve the accuracy of takeoff weight are selected and an estimation equation is presented by applying them to ADS-B information. The proposed estimation does not estimate the average takeoff weight but has the advantage of being able to estimate all ranges of the takeoff weight.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.345-366
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• 2018

Article 37 of the International Convention on Civil Aviation requires that rules should be adopted to keep in compliance with international standards and recommended practices established by ICAO. As SARPs are revised annually, each ICAO Member State needs to reflect the new content in its national aviation Acts in a timely manner. In recent years, data-driven international standards have been developed because of the important roles of aviation safety data and information-based legislation in accident prevention based on human factors. The Safety Management System and crew Fatigue Risk Management Systems were reviewed as examples of the result of data-driven rulemaking. The safety management system was adopted in 2013 with the introduction of Annex 19 and Chapter 5 of the relevant manual describes safety data collection and analysis systems. Through analysis of safety data and information, decision makers can make informed data-driven decisions. The Republic of Korea introduced Safety Management System in accordance with Article 58 of the Aviation Safety Act for all airlines, maintenance companies, and airport corporations. To support the SMS, both mandatory reporting and voluntary safety reporting systems need to be in place. Up until now, the standard of administrative penal dispensation for violations of the safety management system has been very weak. Various regulations have been developed and implemented in the United States and Europe for the proper legislation of the safety management system. In the wake of the crash of the Colgan aircraft, the US Aviation Safety Committee recommended the US Federal Aviation Administration to establish a system that can identify and manage pilot fatigue hazards. In 2010, a notice of proposed rulemaking was issued by the Federal Aviation Administration and in 2011, the final rule was passed. The legislation was applied to help differentiate risk based on flight according to factors such as the pilot's duty starting time, the availability of the auxiliary crew, and the class of the rest facility. Numerous amounts data and information were analyzed during the rulemaking process, and reflected in the resultant regulations. A cost-benefit analysis, based on the data of the previous 10 year period, was conducted before the final legislation was reached and it was concluded that the cost benefits are positive. The Republic of Korea also currently has a clause on aviation safety legislation related to crew fatigue risk, where an airline can choose either to conform to the traditional flight time limitation standard or fatigue risk management system. In the United States, specifically for the purpose of data-driven rulemaking, the Airline Rulemaking Committee was formed, and operates in this capacity. Considering the advantageous results of the ARC in the US, and the D4S in Europe, this is a system that should definitely be introduced in Korea as well. A cost-benefit analysis is necessary, and can serve to strengthen the resulting legislation. In order to improve the effectiveness of data-based legislation, it is necessary to have reinforcement of experts and through them prepare a more detailed checklist of relevant variables.

• Journal of Advanced Navigation Technology
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• v.25 no.3
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• pp.248-255
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• 2021

The main causes of the July 2013 OZ 214 accident were poorly performed approach and the failure to recognize the autothrottle in the HOLD position which the automated speed control was not provided. The pilots late decision for go-around was also a critical factor leading to the accident. The B777 POM restricts the use of FLCH mode beyond the FAF. This research utilized the QAR data of an airline's B777 fleet in the period of two years where 44 cases were found. In many cases, the FLCH mode was used for rapid descent from an higher than normal situation. In addition, in the base turn, continuous use of FLCH mode even when the path was below the glide path were observed. Airports with elevation above 500 ft MSL had a higher rate of occurrence. In this research, the proper descent planning and vertical path monitoring, and the adherence to the limitation set in the manuals and the stabilized approach criteria were re-emphasized as mitigation to reduce event occurences.