CDI 공정을 이용한 수용액 중 바륨 이온 제거 연구

남동현,임지원 한국막학회 2019 한국막학회 총회 및 학술발표회 Vol.2019 No.11

강제집행절차의 비송성과 사법보좌관제도

남동현 한국민사소송법학회 2006 민사소송 Vol.10 No.1

UNCITRAL전자계약상의 전자적 통지와 증거가치

남동현 한국민사소송법학회 2006 민사소송 Vol.10 No.2

복부초음파를 이용한 上脘穴-췌장 수직거리 측정시스템의 재현성 반복성 평가실험

남동현 대한한의진단학회 2010 大韓韓醫診斷學會誌 Vol.14 No.2

Objectives The objective of the current study is to determine whether an ultrasound device system is adequate for measuring distance from Sangwan (CV13) to pancreas. Methods We recruited 3 healthy young male subjects and 2 sonographers. The each sonographer measured vertical shortest distance from CV13 to pancreas with a ultrasound device three times in random order. Because the total variation could be divided into repeatability, reproducibility and subject-to-subject variation in Gage R&R method, we compared the sources of variation associated with the measurement system with an analysis of variance model. Results & Conclusions Number of distinct categories is calculated on the basis of standard deviation of subject-to-subject divided by standard deviation of total Gage R&R. If the number of categories is five or more, the measurement system may be acceptable for the analysis of the process. The number of distinct categories of the ultrasound device system for measuring distance from CV13 to pancreas was 6.29. So we concluded that repeatability and reproducibility of the ultrasound device system for measuring distance from CV13 to pancreas was acceptable.

건축 중인 건물의 부동산강제집행 가능성

남동현 한국민사집행법학회 2005 民事執行法硏究 : 韓國民事執行法學會誌 Vol.1 No.-

국가를 상대로 하는 소유권확인소송과 건축 중인 건물

남동현 한국민사소송법학회 2004 민사소송 Vol.8 No.2

대학 Sports Center 시설의 효율적 이용을 위한 Marketing 전략

남동현,백광 한국스포츠리서치 2004 한국 스포츠 리서치 Vol.15 No.1

감광성 PVA 박막을 이용한 P3HT 유기박막트랜지스터의 패턴 형성과 패시베이션

남동현,박경동,박정환,한교용,Nam, Dong-Hyun,Park, Kyeong-Dong,Park, Jeong-Hwan,Han, Kyo-Yong 한국전기전자재료학회 2008 전기전자재료학회논문지 Vol.21 No.5

We first demonstrated simultaneous patterning and passivation of P3HT active layer with photosensitive PVA. The passivation layers were obtained by annealing the organic layers after developing PVA and subsequent over-etching the P3HT layer. The fabricated OTFTs were electrically characterized. The OTFTs exhibited the mobility of ${\sim}5.9{\times}10^{-4}\;cm^2/V{\cdot}s$ and on/off current ratio of ${\sim}10^4$. After passivation, the results showed the extended lifetime of ${\sim}250$ hours with photosensitive PVA layer.

SW 시스템 장애와 입증책임의 완화-선위험영역설을 중심으로-

남동현 한국민사소송법학회 2008 민사소송 Vol.12 No.1

Large and complex avionics software has emerged as a new source of safety hazards in practice. It is impractical to exhaustively test large and complex avionics software. Nor is it practical to formally verify them because the complexity of verifying temporal logic specification is exponential. This position paper argues for a complexity control approach at the architecture level and integrates it with formal methods to verify the reduced complexity critical core and the reduced complexity interactions with the rest of the system. FAA database indicates that commercial avionics have achieved a very good accident rate when measured in accidents per flight hour. This rate has been fairly stable over the past 10 years. However there are two complimentary trends that might require significant changes. There is a huge increase in the number of airplane hours flown. Many of the previous electro-mechanical systems are being incorporated into software, and the existing functions are being asked to perform more functions. This exponential increase in the amount of software is taxing the existing ability to provide dependability assurances. Safety critical software is required to be certified by DO-178B. Historically, this certification process has been highly effective from the viewpoint that there is yet a fatal accident to be attributed to software failures. However, as the complexity of modern avionics software increases1, the effectiveness of DO-178B has been challenged. In manned flights, the actions taken by the software, e.g., the auto-pilot, are supervised by the pilot. As software takes on more responsibility, the supervision becomes more difficult, and pilots are less able to compensate for unexpected software behavior. For example, as reported by Wall Street Journal in May 30, 2006, “As a Malaysia Airlines jetliner cruised from Perth, Australia, to Kuala Lumpur, Malaysia, it suddenly took on a mind of its own and zoomed 3,000 feet upward. The captain disconnected the autopilot and pointed the Boeing 777’s nose down to avoid stalling, but was jerked into a steep dive. He throttled back sharply on both engines, trying to slow the plane. Instead, the jet raced into another climb. The crew eventually regained control and manually flew their 177 passengers safely back to Australia. Investigators quickly discovered the reason for the plane's roller-coaster ride 38,000 feet above the Indian Ocean. A defective software program had provided incorrect data about the aircraft's speed and acceleration, confusing flight computers. The computers had also failed, at first, to respond to the pilot's commands.” Such incidents, while still rare, are clearly safety hazards. The FAA’s emergency airworthiness directive (AD 2005-18-51) regarding this safety incident, notes, “These anomalies could result in high pilot workload, deviation from the intended flight path, and possible loss of control of the airplane.” As another example, during the development of the air Traffic Alert/Collision In this Paper, reduction to consumers’ the burden of proof and errors in the field of Product Liability is studied for the purpose of protecting from taking advantage of the fact that consumers are not familiar with relevant civil procedure and Insurance laws. Large and complex avionics software has emerged as a new source of safety hazards in practice. It is impractical to exhaustively test large and complex avionics software. Nor is it practical to formally verify them because the complexity of verifying temporal logic specification is exponential. This position paper argues for a complexity control approach at the architecture level and integrates it with formal methods to verify the reduced complexity critical core and the reduced complexity interactions with the rest of the system. FAA database indicates that commercial avionics have achieved a very good accident rate when measured in accidents per flight hour. This rate has been fairly stable over the past 10 years. However there are two complimentary trends that might require significant changes. There is a huge increase in the number of airplane hours flown. Many of the previous electro-mechanical systems are being incorporated into software, and the existing functions are being asked to perform more functions. This exponential increase in the amount of software is taxing the existing ability to provide dependability assurances. Safety critical software is required to be certified by DO-178B. Historically, this certification process has been highly effective from the viewpoint that there is yet a fatal accident to be attributed to software failures. However, as the complexity of modern avionics software increases1, the effectiveness of DO-178B has been challenged. In manned flights, the actions taken by the software, e.g., the auto-pilot, are supervised by the pilot. As software takes on more responsibility, the supervision becomes more difficult, and pilots are less able to compensate for unexpected software behavior. For example, as reported by Wall Street Journal in May 30, 2006, “As a Malaysia Airlines jetliner cruised from Perth, Australia, to Kuala Lumpur, Malaysia, it suddenly took on a mind of its own and zoomed 3,000 feet upward. The captain disconnected the autopilot and pointed the Boeing 777’s nose down to avoid stalling, but was jerked into a steep dive. He throttled back sharply on both engines, trying to slow the plane. Instead, the jet raced into another climb. The crew eventually regained control and manually flew their 177 passengers safely back to Australia. Investigators quickly discovered the reason for the plane's roller-coaster ride 38,000 feet above the Indian Ocean. A defective software program had provided incorrect data about the aircraft's speed and acceleration, confusing flight computers. The computers had also failed, at first, to respond to the pilot's commands.” Such incidents, while still rare, are clearly safety hazards. The FAA’s emergency airworthiness directive (AD 2005-18-51) regarding this safety incident, notes, “These anomalies could result in high pilot workload, deviation from the intended flight path, and possible loss of control of the airplane.” As another example, during the development of the air Traffic Alert/Collision In this Paper, reduction to consumers’ the burden of proof and errors in the field of Product Liability is studied for the purpose of protecting from taking advantage of the fact that consumers are not familiar with relevant civil procedure and Insurance laws.

민사 및 형사소송에 있어서의 소송구조론과 불이익변경금지의 원칙

남동현 한국민사소송법학회 2005 民事訴訟 : 韓國民事訴訟法學會誌 Vol.9 No.1

Ein Strafprozess betrifft prinzifiell Untersuchungsmaxime und zusatzlich Partei- autonomie, wobei aber im Vergleich dazu ein Zivilprozess im Gegenteil der o.g. strafprozessrechtlichen Masnahmen besteht um die Grenze der Rechtskraft hinsichtlich der Aufopferung der allgemeinen Wahrheit zu uberwinden und um die praktische Gleichheit der Parteien in dem zivilrechtlichen Verfahren zu verwirklichen. Trotz der klaren Unterscheidung dieser beiden Prozessgrundsatze nahren sich sie im Bereich des Verbotes der reformatio in peius an. Die strafprozessuale Offizialmaxime und dle zivilprozessuale Parteifreiheit, welche die Prozessstruktur angehen, sind nach jeder Periode einigermasen anders eingetreten. Die Entwicklung der bereits erwahnten beiden Maximen bezieht sich auf die davon abhangenden bestimmten Rechtssystemen, welche eine Wirkung auf die Gesetzgebung der neuen Vorschriften und Regelungen ausuben: Auf Grund der ersten oder zweiten Masregeln werden die dementsprechenden Gesetzgebungszwecke und gesetzlichen Sinnzusammenhange u. U. ausserst abweichend konkretsiert. Ausnahmsweise lauft dennnoch das Prinzip, Verbot der reformatio in peius, auf eine dieselbe Tragweite in den beiden Prozessfuhrungen, indem ihre Ergebnisse fast gleichartig funktionieren.