• 한국항공운항학회:학술대회논문집
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• 2005.05a
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• pp.54-57
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• 2005

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.6-7
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• 2017

• Journal of the Korean Society for Aviation and Aeronautics
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• v.28 no.2
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• pp.71-77
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• 2020

The checklist currently used for aviation safety inspection performed by ASIs(Aviation Safety Inspectors) consists of inspection groups and multiple items, it does not have safety attribute and structured hierarchy system which required to efficiently process aviation safety analysis. On this study, categorized the domestic and foreign ASI checklist by safety attribute from ICAO recommended and presented composition of checklist for safety assurance by comparative analysis composition of domestic and foreign ASI checklist.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.24 no.2
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• pp.59-67
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• 2016

The checklist currently used for Aviation safety inspection performed by ASIs consists of inspection groups and multiple items, it does not have structured hierarchy system which required to efficiently process aviation safety analysis. On this study, through mapping taxonomy of HFACS onto current checklist to secure structured hierarchy system and present a specification on systematic frequency and severity to perform safety risk assessment of detected hazard.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.23 no.4
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• pp.66-72
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• 2015

Recently due to shortage of pilots from aviation developed countries such as America, Japan and etc, not even regional airlines but also major airlines are facing difficulties of pilot shortage. Through statistic data, ICAO and Boeing Company are predicting that roughly 8 thousands of new pilots will be short per year. Therefore, to solve this pilot shortage, countries are searching solutions like reducing air route, and extending regular retirement. This study analyzes domestic pilot supply market and compares systems of pilot training between the domestic system and the system of America and Japan. From the comparison, the study has deducted improvements for the role of domestic certification system, ATO(Approval of Training Organizations) operation, and related organizations including the government.

• Journal of Advanced Navigation Technology
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• v.26 no.6
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• pp.528-535
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• 2022

Although the domestic aviation industry has made rapid progress with the development of aircraft manufacturing and transportation technologies, aviation safety accidents continue to occur. The supervisory agency classifies hazards and risks based on risk-based aviation safety data, identifies safety trends for each air transportation operator, and conducts pre-inspections to prevent event and accidents. However, the human classification of data described in natural language format results in different results depending on knowledge, experience, and propensity, and it takes a considerable amount of time to understand and classify the meaning of the content. Therefore, in this journal, the fine-tuned KoBERT model was machine-learned over 5,000 data to predict the classification value of new data, showing 79.2% accuracy. In addition, some of the same result prediction and failed data for similar events were errors caused by human.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.30 no.4
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• pp.33-44
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• 2022

As the majority of Korean MRO demand is outsourced overseas, AMO by major foreign authorities is required to promote the Korean MRO industry to keep Korean MRO demand on shore. This study aims to promote consulting for AMO (obtaining repair station certification) by U.S. Federal Aviation Administration (FAA) for Korean maintenance companies. We analyzed AMO process, studied various industry cases, developed a model for AMO consulting, and identified core competencies for consultants. We suggested a five-step modified Milan model to apply AMO consulting process. We identified seven core competencies (ethics, communications, problem-solving, technical, relationship, resource management, organizational understanding) both social and technical for consultants. Additionally, we text analyzed more than 260 FAA AMO consultant resumes on Linkedin and interpreted frequent words (airline, audit, inspector, DER, regulation, ISO, system) to their competencies. This study contributes to promote consulting for the Korean MRO industry to be recognized by FAA and to develop the Korean MRO industry.

• 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 the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.39-46
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• 2020

Accident prevention is more important than follow-up, which is based on Heinrich's law. The marine incident system is a very meaningful system that can prevent similar accidents, and was introduced in 2010 in Korea in accordance with the enforcement of the Code for the Investigation of Marine Casualties and Incidents (CI Code). Based on the CI Code, ship owners or ship operators are required to notify the Central Chief Inspector using the designated notification form in the event of a marine incident, but the number of voluntary notifications is still small. In this regard, this study intends to provide a direction for improvement by conducting an in-depth analysis focusing on the lack of notification procedures and forms of the marine incident system. To this end, we analyzed related regulations, cases of excellent overseas shipping countries such as the United Kingdom and Singapore, cases of similar domestic transportation systems such as aviation and railways, and marine incident notification procedures and forms of leading shipping companies. Major improvements in the notification process include the transition of the marine incidents to voluntary reporting, the expansion of the reporting subjects, and the identification of the security of the informer's identity. The main contents of the notification form revision include the use of the term "reporting" instead of "notification," the content of the identity guarantee in the notification form, and the increase in statistical value through the expansion of optional entries.