강단 (講壇) : 학불자일람 (學佛者一覽) / 이제 (伊齊) 유경종 (劉敬鍾)

유경종 조선불교월보사 1912 朝鮮佛敎月報 Vol.9 No.-

A Study of SHEL Model Application to Passenger Brace Position Information of Korean Air Carriers

유경인,김무근,Yoo, Kyung In,Kim, Mu Geun The Korean Society for Aviation and Aeronautics 2015 한국항공운항학회지 Vol.23 No.4

항공기 추락 시 충돌충격단계에서 사상자가 가장 많이 발생하는 것으로 나타나고 있다. 대부분의 경우, 승객들은 두부손상으로 의식을 잃게 되어 비상탈출에 실패하여 사망에 이르게 된다. 이에 대한 대응책으로 항공기 제작사들은 내구성이 강화된 항공기 좌석을 설계 및 제작하여 설치하고 있다. 객실에서는 승객들이 충격방지자세를 취함으로써 부상을 최소화할 수 있다. 승객들에 대한 충격방지자세 안내는 모든 항공사가 시간적 여유가 있는 비상상황에서만 객실승무원이 안내방송과 함께 시범을 보이도록 절차가 수립되어 있다. 그러나 갑작스런 사고의 경우 승객들은 충격방지자세에 대한 정보를 전달받지 못한 상태에서 사상의 위험에 직면하게 된다. 본 논문은 SHEL 모델을 적용하여 승객과 사상자발생 환경, 승객과 충격방지를 위한 안전절차, 승객과 승객안전정보 전달매체, 승객과 객실승무원등의 상호작용에 내재된 위해요소를 체계적으로 규명하고 객실안전에 대한 법규 및 절차 등의 개정을 제시함으써, 항공기사고로 인한 사상자 발생에 대한 근본적인 대안을 제시하여 항공안전 증진에 기여하고자 한다.

항공사 객실승무원의 승객 비상탈출명령어에 관한 연구 : 충격방지자세와 휴대수하물을 중심으로

유경인 관광경영학회 2017 관광경영연구 Vol.74 No.-

In the aircraft accident, the passenger survivability reaches up to 87%, if they are prepared for the aircraft crash. Most of the aircraft accident casualties take place during the crash impact and the subsequent evacuation process. The survivability depends on the brace position to be protected from the head and leg injury and the effectiveness of the egress times that are directly linked with cabin crew members' clear and assertive brace and evacuation commands. Lately airlines have introduced the passenger seat with the shoulder harness in the first and business class whereas the cabin crew member's commands for the passenger to adapt the brace position do not include this new change, leaving passengers unaware of the proper brace position. Also in most evacuations, passengers tend to slide down with their carry-on baggage, threatening to delay the evacuation. The ICAO (International Civil Aviation Organization) suggests that air carriers should establish the cabin crew training procedure to prevent passengers from sliding down with baggage. As for Korean flag carriers, the cabin crew evacuation commands either do not include the baggage related words or inappropriately sequenced, that appears to be hazards to passenger survivability in the aircraft accident. In this paper, through the comparative analysis on air carriers' cabin crew member's brace and evacuation commands, improvement methods are suggested to include the brace position with the shoulder harness in the brace commands, and the carry-on baggage related evacuation commands in the air carrier's cabin crew evacuation system in an appropriate sequence.

A Study on Minimum Cabin Crew Requirements for Korean Low Cost Air Carriers

유경인,김문경 한국항공우주정책⋅법학회 2018 한국항공우주정책·법학회지 Vol.33 No.2

In recent 3 years, Korea's low-cost airlines have expanded their areas of passenger transportation not only to domestic market but also to Japan, China, Southeast Asia and US territory as a total of 6 companies (8 airlines including small air operation business carriers). Currently, three more airlines have filed for air transportation business certification as future low-cost carriers, and this expansion is expected to continue. To cope with the aggressive airline operations of domestic and foreign low-cost carriers and to enhance their competitiveness, each low-cost airline is taking a number of strategies for promoting cabin service. Therefore, the workload of the cabin crew is increased in proportion to the expansion, and the fatigue directly connected with the safety task performance is increased. It is stipulated in the Enforcement Regulations of the Korea Aviation Safety Act that at minimum, one cabin crew is required per 50 passenger seating capacity, and all low cost carriers are boarding only the minimum cabin crew. Sometimes it is impossible for them to sit in a floor level emergency exit for evacuation, which is the main task of the cabin crew, and this can cause confusion among evacuating passengers in the event of an emergency. In addition, if one of the minimum cabin crew becomes incapacitated due to an injury or the like, it will become a serious impediment in performing emergency evacuation duties. Even in the normal situation, since it will be violating the Act prescription on the minimum cabin crew complement, passengers will have to move to another available airline flights, encountering extreme inconvenience. Annex 6 to the Convention on International Civil Aviation specifies international standards for the determination of the minimum number of cabin crew shall be based only on the number of passenger seats or passengers on board for safe and expeditious emergency evacuation. Thereby in order to enhance the safety of the passengers and the crew on board, it is necessary to consider the cabin crew’s fatigue that may occur in the various job characteristics (service, safety, security, first aid)and floor level emergency exit seating in calculating the minimum number of cabin crew. And it is also deemed necessary for the government’s regulatory body to enhance the cabin safety for passengers and crew when determining the number of minimum cabin crew by reflecting the cabin crew’s workload leading to their fatigue and unavailability to be seated in a floor level emergency exit on low cost carriers.

A Study on Legal and Institutional Improvement Measures for the Effective Implementation of SMS -Focusing on Aircraft Accident Investigation-

유경인 한국항공우주정책⋅법학회 2017 한국항공우주정책·법학회지 Vol.32 No.2

Even with the most advanced aviation technology benefits, aircraft accidents are constantly occurring while air passenger transportation volume is expected to double in the next 15 years. Since it is not possible to secure aviation safety only by the post aircraft accident safety action of accident investigations, it has been recognized and consensus has been formed that proactive and predictive prevention measures are necessary. In this sense, the aviation safety management system (SMS) was introduced in 2008 and has been carried out in earnest since 2011. SMS is a proactive and predictive aircraft accident preventive measure, which is a mechanism to eliminate the fundamental risk factors by approaching organizational factors beyond technological factors and human factors related to aviation safety. The methodology is to collect hazards in all the sites required for aircraft operations, to build a database, to analyze the risks, and through managing risks, to keep the risks acceptable or below. Therefore, the improper implementation of SMS indicates that the aircraft accident prevention is insufficient and it is to be directly connected with the aircraft accident. Reports of duty performance related hazards including their own errors are essential and most important in SMS. Under the policy of just culture for voluntary reporting, the guarantee of information providers' anonymity, non-punishment and non-blame should be basically secured, but to this end, under-reporting is stagnant due to lack of trust in their own organizations. It is necessary for the accountable executive(CEO) and senior management to take a leading role to foster the safety culture initiating from just culture with the safety consciousness, balancing between safety and profit for the organization. Though a Ministry of Land, Infrastructure and Transport’s order, “Guidance on SMS Implementation” states the training required for the accountable executive(CEO) and senior management, it is not legally binding. Thus it is suggested that the SMS training completion certificates of accountable executive(CEO) and senior management be included in SMS approval application form that is legally required by “Korea Aviation Safety Program” in addition to other required documents such as a copy of SMS manual. Also, SMS related items are missing in the aircraft accident investigation, so that organizational factors in association with safety culture and risk management are not being investigated. This hinders from preventing future accidents, as the root cause cannot be identified. The Aircraft Accident Investigation Manuals issued by ICAO contain the SMS investigation wheres it is not included in the final report form of Annex 13 to the Convention on International Civil Aviation. In addition, the US National Transportation Safety Board(NTSB) that has been a substantial example of the aircraft accident investigation for the other accident investigation agencies worldwide does not appear to expand the scope of investigation activities further to SMS. For these reasons, it is believed that investigation agencies conducting their investigations under Annex 13 do not include SMS in the investigation items, and the aircraft accident investigators are hardly exposed to SMS investigation methods or techniques. In this respect, it is necessary to include the SMS investigation in the organization and management information of the final report format of Annex 13. In Korea as well, in the same manner, SMS item should be added to the final report format of the Operating Regulation of the Aircraft and Railway Accident Investigation Board. If such legal and institutional improvement methods are complemented, SMS will serve the purpose of aircraft accident prevention effectively and contribute to the improvement of aviation safety in the future.

항공기 비상사태에 대한 객실안전조치에 관한 연구 -객실승무원의 안전업무와 승객의 객실안전정보 인식을 중심으로-

유경인,유광의,이춘기,Yoo, Kyung-In,Yoo, Kwang-Eui,Lee, Chun-Ki 한국항공운항학회 2013 한국항공운항학회지 Vol.21 No.4

Aircraft accidents these days, following the mega sizing trend of the aircraft, result in enormous losses of human lives apart from those of property, which cannot be replaced by any means. As most recently, in April 20, 2012, a Boeing 737 passenger plane departed Karachi on an augural flight to Islamabad, Pakistan, crashed close to an express highway on final approach, all 121 passengers and 6 crew members were killed. As such a large number of fatalities have been recorded in aircraft accidents while accident investigation results show that more than 95% of aircraft accidents are now survivable. There are three basic stages in surviving the aircraft accident: surviving the crash impact, the evacuation process and the hostile post evacuation environmental elements. These stages require the cabin crew's expeditious and appropriate actions on the basis of systematic and thorough cabin safety training in order to increase occupants' survivability, along with the passengers' preparedness. In this aspect, this paper examines the issues acting as the impediments to the passenger survival in inflight emergency situations, that are the deficiencies with cabin crew safety training, related performances and the shortcomings in passengers' knowledge on inflight safety information, leading to their inappropriate responses to emergency situations. These issues are analyzed and the root causes are identified, suggesting the resolving countermeasures.

승객의 안전정보에 관한 연구 -승객브리핑을 중심으로-

유경인 한국항공경영학회 2010 한국항공경영학회 추계학술대회 Vol.2010 No.-

KEDI 창의적 인성검사 개발 및 타당화 연구

유경재(柳京在),한윤영(韓允榮),하주현(河周賢) 서울대학교 교육연구소 2011 아시아교육연구 Vol.12 No.4

본 연구의 목적은 초등학생용 및 중·고등학생용‘KEDI 창의적 인성검사(Creative Personality Scale)’를 개발하고 그 타당성을 검증하기 위한 것이다. 본 연구에서 검증한‘KEDI 창의적 인성검사’는 종래에 논의되어 온 다양한 창의적 인성이론들을 검토하고, 기존의 창의적 인성검사들의 장단점을 활용 및 보완하여, 초ㆍ중고생들의 발달적 특성을 고려한 문항으로 차별화시켜 개발한 검사라는 점에서 의의가 있다. 본 연구에서는 선행 연구 및 기 개발된 창의적 인성검사의 분석을 토대로 새롭게 개발한‘KEDI 창의적 인성검사’의 신뢰도와 타당도를 검증하되, 내적일치도, 구인타당도, 변별 및 수렴타당도, 준거타당도의 측면에서 분석했다. 내적일치도는 초등학생용의 경우 .60이상으로 비교적 양호하게 나타났고, 중ㆍ고등학생용의 경우 판단의 독자성과 사고의 개방성을 제외한 나머지 요인들이 .60 이상으로 비교적 양호하게 나타났다. 확인적 요인분석을 통한 구인타당도 결과는 초등학생용의 경우 주요 적합도지수인 RMSEA(.050), CFI(.904), TLI(.883), IFI(.905)에서 적합한 것으로 나타났다. 또한 중ㆍ고등학생용의 경우 RMSEA(.050), CFI(.838), TLI(.801), IFI(.840)에서 적합한 것으로 나타났다. 또한 하주현의 창의적 인성검사(2000)와의 상관을 통한 준거 타당도 결과도 초등학생용의 경우 .809(P<.01)로 높았고, 중ㆍ고등학생용의 경우 .731(P<.01)로 높게 나와 적합한 것으로 밝혀졌다. The purpose of this study is to verify the validity of KEDI Creative Personality Scale for elementary and secondary school student. The existing creative personality scales(CPS) is outdated by excessive or insufficient items, focused on several limited abilities for adult. But this verified KEDI CPS is not only included comprehensively what have been argued and developed for 10 years about creative personality, but also is differentiated by developmental characteristics of elementary and secondary school student To verify reliability and validity of this KEDI CPS, we analyze internal consistency of scale for reliability and construct validity, convergent and discriminative validity. criterion-related validity. The internal consistency of the scale for elementary school student is relatively higher than .60, and all the factors except ‘the independent decision making’ and ‘the openness of thought’ are relatively higher than .60. The confirmatory factor analysis using AMOS to verify construct validity revealed that the structural equation model including 6 construct validity in KEDI CPS showed fit index at a satisfactory level as follows. The major fit indexes are showed as follows; RMSEA(.05), CFI(.904), TLI(.883), IFI(.905) in the scale for elementary school student, RMSEA(.050), CFI(.838), TLI(.801), IFI(.840) in the scale for secondary school student. Futhermore, to secure criterion-related validity, this KEDI CPS showed highly significant correlations with Hah’s Creative Personality Scale elemantary for r=.809(p<.01), secondary for r=.731(p<.01)).

CFIT사고에서의 충격방지자세에 관한 승객의 정보인식 개선방안에 관한 연구

유경인 한국항공우주의학협회 2013 항공우주의학 학술대회 Vol.2013 No.11

사회복지사 유경의 색깔있는 책읽기

유경,Yu, Gyeong 대한출판문화협회 2004 출판저널 Vol.343 No.-