드론택시의 개발현황 및 경제적 파급효과 분석

최자성,황호원,Choi, Ja-Seong,Hwang, Ho-Won 한국항공운항학회 2020 한국항공운항학회지 Vol.28 No.4

The development status was studied to predict the concept of how drone taxis would be presented in daily life. the results of the analysis on traffic effects of drone taxis showed that they would be an innovative transportation option that could reach a distance of 60km, which would typically take an hour by car, within twenty minutes. Moreover, the economic analysis of existing aircraft development was limited to production (development investment) of the input budget. However, since the drone taxi is a new transportation system, an overall traffic platform, such as its own terminals, would need to be established. So, the production inducement effect was analyzed by dividing input budget into three factors; production, infrastructure, and service. The results indicate this to be an innovative project expected to have an economic ripple effect and reach a total of 24 trillion won after an investment of 13 trillion won (production + infrastructure + service) in Korea from 2020 to 2040.

드론택시(UAM)의 수직이착륙장(Vertiport) 설치기준 연구

최자성,이석현,백정선,황호원,Choi, Ja-Seong,Lee, Seok-Hyun,Baek, Jeong-Seon,Hwang, Ho-Won 한국항공운항학회 2021 한국항공운항학회지 Vol.29 No.1

UAM(Urban Air Mobility) systems have evolved in the form of helicopters in the 1960~1970s, tiltrotors in the 1980s, small aircraft transportation systems in the 2000s, and electric-powered Vertical Take-Off and Landing (eVTOL) in the 2010s; accordingly, the early heliport has evolved to its current form of a Vertiport. Vertical Takeoff and Landing Sites, Vertiports, are important factors for the successful introduction of UAM, along with the resolution of air traffic control (ATC), air security, and noise problems. However, there are no domestic or international installation standards and guidelines yet. Therefore, in this study, installation standards were prepared by referring to domestic and international case studies, ICAO standards, and MIT research papers. The study proposes to establish standards for Final Approach and Takeoff Area (FATO) as 1.5D, 1D for Touchdown and Lift-Off Area (TLOF), and 1.5D for Safety Area (SA). It also proposes to add "UAM Vertiport Installation Standards" to the 「Act on the Promotion and Foundation of Drone Utilization, Drone Act」.

드론택시(UAM)의 토지상공 소유권 범위 법제화 방안 연구

최자성,성연영,심윤섭,황호원 한국항공운항학회 2022 한국항공운항학회지 Vol.30 No.1

It is anticipated that there will be radical disputes over land ownership in the event of the advent of the era of UAM. As such, policy alternative is presented by analyzing and researching relevant laws at home and abroad on the means of legislating ‘Regulations on compensation for use of air space above land’ in preparation of such occurrence. As the results of the study, it is deemed to limit the range of the land ownership in accordance with UAM operation as follows. First, it is proposed to newly enact regulation to limit the ownership of air space of land owner to the public space above the elevation of 200m as stipulated under the Article 78 of the Aviation Safety Act. Second, as the result of analysis made for the option of making compensation from the perspective of the property right of land ownership and option of not making compensation from the perspectives of public interest and concerns in the event of operation of UAM within the air space below the elevation of 200m, it is deemed that legislative decision is necessary through more extensive studies in the future.

플라잉카의 국내 개발현황과 시사점

최자성 한국항공보안학회 2020 한국항공보안학회지 Vol.2 No.1

드론택시(UAM) 시대의 도래에 따른 토지상공 소유권 연구

최자성,황호원 한국항공보안학회 2021 한국항공보안학회지 Vol.3 No.1

상생협력 공급망 관리의 성과공유제가 기업의 경영 성과와 경쟁력향상에 미치는 영향에 관한 연구

최자성 한국윤리경영학회 2013 한국윤리경영학회 학술대회 발표논문집 Vol.2013 No.3

가역성 양측 기저핵 병변을 동반한 반복적인 급성 요독성 뇌병증

최자성 ( Ja Sung Choi ),김정훈 ( Jeong Hun Kim ),전병수 ( Byung Soo Jeon ),박경석 ( Kyung Suk Park ),우명렬 ( Myoung Lyeol Woo ),이상철 ( Sang Choel Lee ),이은자 ( Eun Ja Lee ),윤수영 ( Soo Young Yoon ) 대한신장학회 2008 Kidney Research and Clinical Practice Vol.27 No.1

Uremic encephalopathy is a well-known complication in uremia and rarely occurs with involuntary movements which represent basal ganglia lesion. We experienced a cases of recurrent acute uremic encephalopathy associated with reversible bilateral basal ganglia lesion. A 49-year-old man with end stage renal disease due to diabetic nephropathy on continuous ambulatory peritoneal dialysis (CAPD) treatment for the last 2 months was admitted for mental change. His blood sugar was 60 mg/dl, and his mentality was recovered after glucose solution infusion. Five days after admission, he suddenly developed dysarthria and chorea. Brain magnetic resonance imaging (MRI) demonstrated low and high signals on bilateral basal ganglia in T1-weighted and T2-weighted images, respectively. After intensified CAPD treatment, his neurologic manifestations were resolved. One month after discharge, follow-up brain MRI showed decreased size of low attenuation on the basal ganglia. Two months later, he repeatedly developed dysarthria and involuntary movement of extremities. Newly developed bilateral symmetric T1 low and T2 high signal lesion on the basal ganglia was repeatedly observed on brain MRI. At that time, (his) Kt/V was 1.33. So we decided on him to switch from CAPD to hemodialysis, after then his symptoms disappeared.

드론 택시의 법적 정의 및 법제화 방안 논의

최자성 ( Ja-seong Choi ),백정선 ( Jeong-seon Baek ),황호원 ( Ho-won Hwang ) 한국항행학회 2020 韓國航行學會論文誌 Vol.24 No.6

「드론법」 제정으로 드론의 법적 근거를 마련함과 항공안전법상의 안전규제를 유예 또는 면제시키는 등 드론산업 육성정책에도 불구하고 드론의 정의가 명확하지 않아서 상업적 활용을 위해서는 여전히 논의가 필요하다. 따라서, 국내외 사례조사와 현행 항공법의 문제점을 분석한 결과, 현행 드론법에서 「조종자가 탑승하지 아니하고, 자체중량이 150 kg 이하인 무인비행기」라고 정의되어 있으나, 실제 조종사가 탑승해야 하고 드론택시의 자체중량이 150 kg 이상인 점 등 여러 문제점이 발견되었다. 따라서 드론택시에 대한 정의로 "드론" 이란 원격ㆍ자동ㆍ자율 등의 방식에 따라 항행하는 비행체로서 국토교통부령으로 정하는 「항공안전법」제2조제3호에 따른 무인비행장치(단, 자체중량이 300 kg이하 또는 무게 제한 없음) 또는「항공안전법」제2조 제6호에 따른 무인항공기로 정의할 것을 제안하였다. There are policies that foster the drone industry, which either put a legal precedent on drones through the “Drone Act” or grant a delay or exemption in applying the safety measures of “the Aviation Safety Act”. Yet, the definition of a drone is unclear, requiring further discussion on commercial usage. Therefore, we have studied cases domestically and abroad, and also analyzed issues with the current aviation legislation. It was found that a drone is defined as “an unmanned aircraft where a pilot is not on board, and its net weight is 150 kg or less”. However, there are several issues, such as that a drone taxi requires a pilot on board, and its weight is 150 kg or more. Thus, we propose to define a drone as “an unmanned aerial vehicle (provided, that its own net weight should be 300 kg or under, or not be limited to weight) under Article 2 (3) of the “Aviation Security Act” as prescribed by Ordinance of the Ministry of Land, Infrastructure, and Transport, which operates either by remote, automatically, or autonomously; or an unmanned aircraft under Article 2 (6) of the "Aviation Security Act".

드론택시(UAM) 개발현황 및 도입에 따른 표준화 연구

이석현,최자성,김선이 한국항공우주정책⋅법학회 2021 한국항공우주정책·법학회지 Vol.36 No.1

최근 기업들이 교통혼잡에 의한 지상 교통의 한계와 환경문제를 해결하기 위해서 주목하는 분야 중 하나가 바로 드론택시 사업이며, 머지않아 도입될 것으로 보이며 전 세계적으로 급성장하고 있다. 교통수송 효과와 경제적 파급효과가 매우 높고, 정책적 지원이 잘 뒷받침 된다면 글로벌 표준과 국가경쟁력을 선도해 나갈 수 있는 신산업이다. 따라서 선진국들과 세계 유수업계는 산업표준·단체표준에 자국의 의견을 반영·확보하기 위한 노력을 시작하고 있으며, 산업표준·단체표준은 건전한 공급망 형성 및 산업 생태계 구성원의 상호발전과 국가 경쟁력을 선도해 나가는 것에 영향력을 미치기 때문에 표준화를 위한 노력과 검토하여야 할 필요성이 있다. 그러므로 본 연구에서는 선행연구로 표준의 법적정의와 드론택시의 표준화 적용분야 및 국내·외 드론택시의 표준화 개발 활동을 조사 및 분석하여 정책 대안을 제시하였으며, 성공적 도입을 위한 시사점을 제공하고자 한다. 드론택시는 ISO표준, 이동통신표준, 항공장비표준, 부품표준 등으로 표준화 내용을 분류할 수 있으며, 기체 개발·생산단계에서 기체와 부품의 인증 기준을 수립하고 형식 인증기준, 제작 인증기준, 기술표준 등 부품 인증기준 및 S/W 인증기준이 필요하다. 또한 운용 단계에서는 감항성 및 운항 증명기준의 수립이 검토되어야 하며, 공역 설계 단계에서는 기체 운항성능 인증 기준과 항행시설장비 등 인증기준을 만들어야 할 것으로 사료된다. 그리고 운항단계에서는 소음기준 및 환경기준이 검토되어야 한다. 드론택시의 표준화 개발활동은 아직은 초기 단계이지만, 활발히 연구가 진행되고 있는 상황이며, ISO TC20/SC16(항공우주기술위원/무인항공기분과), ITU(국제통신연합), IEC(국제전기기술위원회), ASTM(American Society for Testing and Materials), NATO STANAG(북대서양조약기구), 국제민간항공기구(ICAO Cir 328), 미국 FAA(The Federal Aviation Administration) 및 국제기구 및 산업계가 공동으로 기준을 현재 마련 중에 있다. 정부는 「국가표준기본법 제4조(국가 등의 책무)」, 「국가표준기본법 제21조(적합성평가체제의 구축)」 및 「국가표준기본법 제22조(제품등의 적합성평가 등)」에 따라 국가표준의 개발과 시책을 수립해야 하고, 적합성평가가 국제기준에 맞는지 등을 종합적으로 검토해야 한다. 따라서 상기 국가표준기본법과의 법적 저촉사항을 대처하면서도 드론법의 취지대로 규제보다는 육성하기 위해서는 드론특별자유화구역에서 행하는 드론 실용화 및 사업화의 경우에는 「드론법 제10조(드론특별화자유화구역의 지정 및 관리)」에 표준화 분야 역시 마찬가지로 유예 또는 면제하는 것으로 검토 및 개정하는 것이 필요하다고 사료된다. 그리고 「국가표준기본법 시행령 제16조(시험·검사기관의 인정)」와 관련하여 「드론 활용의 촉진 및 기반조성에 관한 법률 시행령 제20조(업무의 위탁)」에 표준화 업무의 위탁도 기관을 지정하여 명시함으로써 보다 더 확실히 표준화 분야의 중요성을 부각시키고 이 분야의 국가 경쟁력을 선도할 수 있을 것으로 판단된다. One area of business that is currently in the limelight in resolving the limitations of ground transportation and environmental issues caused by traffic congestion is the drone taxi business. This business is growing rapidly on a global scale to a point where it is expected to be implemented in the near future. It is a new industry that has very high transportation and economic influence, and one that can lead global standards and national competitiveness when reinforced with policy-related support. Therefore, developed countries and global leading industries are commencing efforts to acquire and reflect their opinions in industrial standards and private sector standards. Also, as industrial/group standards have an impact on the establishment of a healthy supply chain, mutual development of industrial ecosystem constituents, and the leading of national competitiveness, there is a need for efforts and review to achieve standardization. As such is the case, the legal definition of standards, the field of standardized application of drone taxis, and domestic/foreign standardization development activities for drone taxis have been investigated and analyzed in this study through precedent research, thereby suggesting policy solutions and providing implications for successful implementation. Details of the standardization of drone taxis can be classified into the ISO standards, mobile communication standards, aviation equipment standards, and component standards. It is necessary for certification standards of the airframe and components to be established in the airframe development/production stage, and component certification standards and S/W certification standards including type, production, and technology standards are required. Furthermore, the establishment of airworthiness and flight verification standards must be reviewed during the management stage, and airframe flight performance certification standards and standards for navigation facilities/equipment, etc. must be set in the airspace design stage. Finally, noise and environmental standards must be reviewed during the flight operation stage. The standardization development activity of drone taxis is still in its early stages; however, research is being actively conducted, and international organizations and industries including the ISO TC20/SC16, International Telecommunication Union (ITU), International Electrotechnical Commission (IEC), American Society for Testing and Materials (ASTM), NATO Standardization Agreement (STANAG), ICAO Cir 28, and the US The Federal Aviation Administration (FAA), etc. are currently working toward the establishment of standards as a joint effort. The government must establish policies for the development of national standards in accordance with 「Article 4 (Responsibilities and Duties of the State) of the Framework Act on National Standards」, 「Article 21 (Establishment of Conformity Assessment System)」 of the Framework Act on National Standards」, and 「Article 22 (Conformity Assessment of Products) of the Framework Act on National Standards」, and must perform an integrated review on whether the conformity assessment meets global standards. Therefore, to respond to legal conflicts with the Framework Act on National Standards while simultaneously developing the industry rather than imposing restrictions (as such is the intention of the Drone Act), it is recommended that the standardization section in 「Article 10 (Designation and Management of Designated Drone Liberalization Areas) of the Drone Act」 should be reviewed and revised to allow deferment or exemption in regards to drone commercialization and industrialization in designated drone liberalization areas. Also, in relation to 「Article 16 (Recognition of Testing/Inspection Institutions) of the Enforcement Decree of the Framework Act on National Standards」, the outsourcing of standardization duties in 「Article 20 (Out...

다발성 낭종을 형성한 역형성 췌장암 1예

백정훈,최자성,천송욱,강버들,한기준,정진호,송지선,조재희 대한췌담도학회 2013 대한췌담도학회지 Vol.18 No.1

Anaplastic carcinomas of the pancreas are rare pancreatic tumors, frequently showing various morphologies that include pleomorphic epithelial cells and relatively mononuclear spindle cell. Because they have highly aggressive nature and worse prognosis, it is important to recognize this disease entity. 68- year-old woman admitted for the treatment of epigastric pain and weight loss. Initial CT scan showed that 9 x 5.5 cm sized pancreatic cystic mass in tail and about 1.5 cm sized two cysts in head and neck. Because additional imaging study such as MRI and endoscopic ultrasonography showed large cystic mass had a possibility of malignant mucinous cystadenocarcinoma, we planned to distal pancreatectomy. However, frozen biopsy of each pancreatic cystic wall showed malignant pleomorphic cells, therefore, she underwent total pancreatectomy for the treatment of anaplastic carcinoma. Herein we reported a case of multifocal cyst forming anaplastic carcinoma of the pancreas.