空域의 活用效率 增進에 關한 硏究 : 航空機 分離基準과의 關係를 中心으로

朴五華 한국항공대학교 1983 論文集 Vol.21 No.-

Remarkably increased airfreights and passengers, caused by new demand developing effort of airlines, are directly connected to increased number of flights. The important point, however, is not the numerical values of airfreights and passengers, or flights, but the problem brought about by its consequences. Two major phenomena created as the consequences are airspace congestion and saturation of airport capacity, which are turning into a world-wide problem. It is the purpose of this paper to suggest the way for measurement of airspace capacity and improvement of its utilization efficiency, for the solution of the problem. The concepts of several basic airspace units are established to derive an equation of airspace capacity. The airspace capacity is categorized as theoretical maximum(or Saturation) capacity and practical capacity. As the conclusion, two methods, one based on human factor, and the other one based on thechnical factor, are presented to improve the efficiency.

領空의 範圍에 關한 硏究 : ATM, FIS業務提供限界를 中心으로

朴五華 한국항공대학교 1977 論文集 Vol.11 No.-

領空의 範圍를 明確히 하기 爲하여는 平面的인 넓이와 立體的 高度로서 規明함이 바람직하다. 그러나 現在로서는 平面 및 立體 兩分野에 걸쳐서 國際的인 定說이 없는 實情이다. 따라서 本硏究에서는 領空의 範圍를 平面과 立體라는 兩面에서 規明하여 그 範圍를 決定하는 可能한 方案을 提示하고 이 範圍內에서 國際的으로 相互間에 支援토록 되어있는 航空業務인 航空交通管理業務(Air Traffic Management=ATM)와 飛行情報業務(Flight Information Service=FIS)를 提供하는 民航空行政當局의 責任限界도 同時에 提示하여 보려고 한다. 領空의 平面的인 넓이는 現用 飛行情報區域(Flight Information Region=FIR)을 隣接國家間의 合意下에 調整하여 FIR를 限界線으로 하고 立體的인 高度는 美蘇間 合意를 근거로 地上 62mile까지로 함이 無難할 것이다. 이와같이 하여 成立된 範圍內의 空間 卽 領空에 있어서는 定期路線航空 및 不定期航空에 對한 統制權도 完全히 領空所有國家의 權利로 認定되어야만 될 것이다. 다만 이러한 조치가 國際間의 合意下에 成立될 때까지는 現在의 FIR內에서의 各種航空支援業務는 現在와 같이 提供되어야만 된다. 이경우 民航空行政當局에서는 韓國의 FIR內를 飛行하는 不定期航空(外國의)에 對한 凡國家的次元에서의 統制制度를 遂立施行하여야만 될 것이다. It is desirable to clarify the dimensions of territorial air as horizontal width and vertical height. But there is no international consenus on the boundaries of horizontal width and vertical height of territorial air. The aims of this study are defining the limits of territorial air as mentioned above, and present the jurisdiction boundaries of civil aviation adminstration within which international air traffic management and flight information services have to be furnished. As a conclusion, re-arranged present FIR throuh adjacent nations should be the horizontal boundary line of the territorial air, and 62 miles above earth surface, which ugreed between U.S.A. and USSR, should be the vertial limits of the territorial air. The Control authority of scheduled and non-Scheduled flight within the territorial air, defined by the principle mentioned above, must be the right of under-lying nations.

民航空行政機構改革에 關한 硏究

朴五華 한국항공대학교 1971 論文集 Vol.3 No.-

一個 國家를 單位로 하는 民航空行政의 主題는 民航空에 關한 事項과 같이 國家航空活動의 一部도 또한 포함되어야 한다. 國家航空이 民航空行政의 主題가 되는 범위는 그들의 固有任務가 아닌 一般航空行政事項中 民航空과 國家航空이 공통적으로 관련되는 要素들에 局限되어야 한다. 이와 같이 民航空과 國家航空에 공통적으로 適用 施行될 수 있는 國家의 航空政策을 수립하고 관리하기 위하여는 현재의 民航空行政機構의 補强改革이 先行되어야 한다. 機構改革의 方向은 航空을 단지 運送行政의 一部로 간주하는것 같은 개념을 벗어나 國威와 將來에 航空이 차지할 各分野에 걸친 비중을 고려하여 獨自的 行政力을 발휘할 수 있는 航空廳이 理想的이다. Aviation activities may be categorized as two parts. One is civil aviation that means all aviation activities for civil purpose, the other is national or public aviation which means aviation activities performed by government owned aircrafts for public purposes. There are vast common media, however, between those two parts of aviation activities such as aircraft, the tool by which their task can be realized, aerospace, the place through which the activities can be performed, flight facilities, the in-flight supporting element which will be utilized regardless of ownership, etc. The control or management of these common media is not actual flight but admini-strative action. The subject of civil aviation administration must contain the control of these common media for mutual safety on the nation wide unified bases. In this study, the concept of civil aviatio includes the regulatory function to part of national or public aviation, in addition to all civil aviation activities. The development of civil aviation depends on the advancement of technical knowhow, economical power of nations, total amount(civil and national aviation) of aviation potentiality and the government's administrative support. The most important factor for development of civil aviation in the underdeveloped nation like ours, is government's administrntive support, and this administrative support will be realized through civil aviation roganization. We can not expect the development of civil aviation without having rational civil aviation administrative organization. Nevertheless, our civil aviation organization has various irrational elements such as the great gap between governemental organization law and civil aviation law, which result the rediculouly limited subject of the neglect of the principle of homogenous assignment and the vague delegation of authority etc. These irrational elements should be curtailed to establish rational civil aviation administrative system, and that goal will be attained through the reformation of the civil aviation roganization. As a conclusion the writer recommand that our civil aviation roganization be reformed as following. 1. The present civil aviation bureau should be totally pulled out from the Ministry of Transportation ot activate a new Civil Aviation Administration as an independent administrative and indirectly controlled unit under the Minisiry of Transportation. 2. Seoul and Pusan regional aviation bureaus, which are presently under direct control of the Minister, should be brough under the control of new civil aviation administrator and Pusan region should be divided as two regions to simplify the span of control of the regional director. 3. The newly activated civil Aviation administration should belong to a special accounting administrative unit.

Optimal Group PM-Model in Computer-Based Defense

박오화,차근호,Park, Oh-Wha,Cha, Gun-Ho 항공산업연구소 1982 항공산업연구 Vol.6 No.-

Airline에 있어서의 통합적 경영정보시스템

박오화,차근호 세종대학교 항공산업연구소 1984 항공산업연구 Vol.10 No.-

국제화ㆍ대중화에 맞는 항공망 구축해야

박오화 사회발전연구소 1994 한국인 Vol.13 No.2

航空機 分離基準에 關한 硏究

朴五華 한국항공대학교 1976 論文集 Vol.10 No.-

最近 航空機의 高速, 大型化 現狀이 航空의 明分野에서 많은 變化를 拓來하였다. 本 硏究는 그러한 變化가 航空交通을 安全하고 秩序있는 가운데 迅速하게 流通시키는 것을 主任務로 하는 航空交通管制業務에 미치는 영향을 규명하려는 것이다. 그 中에서도 特히 航空交通管制 業務 遂行의 主要 安全基準인 航空機 分離基準에 미친 영향을 取扱한 것이다. 航空機 分離基準 設定에 영향을 주는 名種要因들을 규명하고 그러한 要因들이 名種 航空技術의 發展에 따라 航空機 分離基準을 복잡하게 變化시켜왔고 그 變化의 傾向은 分離基準을 축소시키는 方向으로 進行되어 왔다. 航空機 分離基準의 축소로 結果的으로 空城活用의 效率性은 向上되었으나 그 效率性 向上의 主原因이 된 航空機의 高速化 現狀은 Wake Turbulance라는 새로운 問題를 提起하였다. 따라서 Wake Turbulance를 근거로 한 새로운 分離基準이 設定되는 것은 不可避한 結論이다. Recent increasing tendency of aircraft speed and it's size result various changes into the many aviation fieid. The aim of the thesis is to study how the changes, mentioned above, are reflected upon aur traffic control, especially upon the aircraft sepatation standard. Such a tendency, in conjuction with several elements, which must be considered to establish aircraft separation atandard, lead the modification of separation standard. The modification has been directing to reducing the standard. The efficiency of space utilization is increased, as a result of reduced separation standard. This reduced separation standard is caused by high speed, and high speed heavy jet leave the wake turbulance problem. The establishment of new sepatation standards based on the wake turbulance are inevitable.

美國 航空運送政策에 關한 硏究

朴五華 한국항공대학교 1989 論文集 Vol.27 No.-

美國은 여러 形態의 航空運送政策을 택하면서도 계속하여 그들 航空社의 보호와 航空産業全般에서의 압도적 우위확보 내지는 그 狀態로의 복귀정책을 버리지 않고 있다. 政策決政 過程에서는 各各의 利害關聯集團間의 異見으로 政策이 흔들리는 現狀을 보일때도 있으나 항상 결과는 國益과 一致하는 方向으로 航空運送政策이 決定되었다고 판단함이 옳을 것이다. BurmudaⅡ와 같은 美國과 英國이 다같이 불만스러운 協定도 있었으나 美國은 이를 다음단계의 政策에서 더 有利한 方向으로 活用하게 된다. 이제 美國은 規制緩和政策(실제로는 규제철폐정책)으로 世界航空運送市場의 席卷을 겨냥하고 있다고 볼 때 이에 對한 우리나라 航空社들의 保護政策의 確立施行과 기존 韓美航空協定上의 不均衡是正 노력도 계속되야만 될 것이다. U.S.Air Transportation policies were changed in several types, such as from chosen-instrument doctrine to CAB regulation, to Burmuda I, to route exchange doctrine, to Burmuda Ⅱ then finally to deregulation. Protection of U. S. flag carriers, and maintain maximum possible benefits for them were recognized as a prime of steady U. S philosopy for passage of air transportation policies mentioned above. Attentions should be called to establish protective measues or policies for Korean National flag carriers, when deregulation doctrine is considered as a U. S. instrument to sweep over the whole of world air transportation field.

ICAO CATC(T)의 計器飛行 訓練實態 分析과 國內與件 改善策硏究 : Synthetic Training을 中心으로

尹勝重,朴五華 한국항공대학교 1975 論文集 Vol.8 No.1

UN의 한 分科機構인 ICAO는 民間航空 運送事業의 國際的 協力과 運航上의 安全 및 技術의 開發하고 後援하는 役割을 擔當하여왔고 民間航空의 全航的인 發展을 促進시키기 爲해서 各種航空裝備와 地上施設을 硏究하여 왔는데 特히 民間航空 技術要員養成을 爲해서 CATC와 名國의 現存하는 施設 (Airline)을 通하여 實施한 Flight training中에서 Instrument training(Synthetic training을 中心으로)을 考察하고 韓國의 實情을 比較檢討하여 改善點을 誘導하는것이다. The ICAO which is a branch of UN was established for development and international support of civil air transport business to ensure safe, technical and economic operations, making a most valuable contribution ofr training of civil aviators. The ICAO has entirely sponsored the project and made a substantial contribution, through providing a new training unit, Airlnes of every country and all required supporting installations and equipments. Civil Aviation Training Center(T) is the first of it's kind in the world as a new training unit to be trained civil pilots by the International Civil Aviation Organization. I have described various problems to be contributed to find the point of improvement, by the considering of the Civil Aviation Training Center(T) and facilities (An Aviation Company) as a field of Synthetic training in the instrument flying and comparing their systems with facilities in Korea. In the Simulator field there will be advances in the intructional facilities loading more and more toward self training, and also in the visual simulation field. Color TV visual systems have been taking advantage of the developments in the TV industry to improve their displays and now visual scenes located at infinity encompassing the full width of the cockpit, together with improved airfield and terrain modelling are indicating that accurate flare judgement should now be possible thus overcoming one of the major limitations of visual systems hitherto. Visual systems which use filmes of actual aircraft operations have also appeared in the last few years with digital flight Simulator.

企業의 經營回復 : 스칸디나비안 항공사의 事例硏究 A Case Study of Scandinavian Airline System

朴五華,柳光井,車根鎬 한국항공대학교 1986 論文集 Vol.24 No.-

本 硏究는 不景氣를 맞이한 스칸디나비안 항공사(SAS)를 事例로 하여, 그들의 企業經營回復을 體係的으로 分析한 事例硏究이다. 이 業例는 原價節減方式이 아닌, 組織의 變化와 人間關係中心의 經營方式에 중점을 둔 經營回復의 내용으로서 우리는 이를 통하여 動的組織(Dynamic organization)과 從業員中心(Labor-managed)의 經營이 단순히 費用節減만을 추구하는 경영방식보다 有效하다는 것을 立證해 볼 수 있다. This case study is on the corporate recovery of Scandinavian Airline System(SAS) suffering from business depression for years. This study lays its focus not in cost management, but in organizational change and HR oriented management system for the recovery of business. Through the case study, we can find that dynamic organization and labor-oriented management show more effective performances than simply cost-controlling management. This will be divided into four sections. Part I will give the reader a brief history of SAS, and introduction to problem definition. Part II will deal with SAS up to until the time of the crisis. Discussed will be the earlier market, the organizational structure and the problems which led up to the need of the reorganization. Part III will look at the actual reorganization taking into account the change in management philosophies, structure and their effects. Part IV will summarize the results of the reorganization as well as discuss some aspects of the future for SAS.