停機線維修作業具有二十四小時輪班、航班週轉時間短、工作負荷隨航班需求變動及安全責任重大等特性。維修人員須於有限時間內完成航前檢查、過境作業、故障排除、維修確認及航機放行，疲勞可能影響其注意力、判斷能力、程序遵循及維修品質。因此，本研究以C公司高雄國際機場停機線輪班維修人員為對象，探討勤務前後疲勞變化，以及班別 (早班、中班、夜班)、加班時數、當日工作航班架次與授權資格 (新進人員、技術員、授權人員)等工作條件和疲勞增量之關聯，並據以提出組織層面的疲勞管理建議。
統計方法包括描述性統計、單因子變異數分析、卡方檢定、Pearson相關分析、視覺化分析及多元線性迴歸分析；當變異數同質性假設不成立時，採 Welch 檢定與 Games-Howell 事後比較。
研究結果顯示，整體勤務後疲勞程度高於勤務前。夜班人員之上班前疲勞顯著高於早班與中班，早班之疲勞增量則顯著高於中班與夜班；下班後疲勞方面，早班與夜班均顯著高於中班，早班與夜班之間未達顯著差異，顯示不同班別具有不同疲勞型態。上班前與下班後疲勞反映特定時間點之疲勞程度，疲勞增量則反映單次勤務前後的變化幅度，因此較小的疲勞增量不必然代表較低的勤務後疲勞風險。
加班時數與當日工作航班架次均與疲勞增量呈顯著正相關，其中當日工作航班架次在迴歸模型中的標準化關聯程度最高，其次為加班時數；模型可解釋21.2%的疲勞增量變異。不同授權資格之描述性比較顯示，三組人員之上班前疲勞平均值相近，授權人員之下班後疲勞及疲勞增量平均值則高於新進人員與技術員；惟此項比較未進行組間顯著性檢定，僅能作趨勢性判讀。
依據研究結果，本研究建議航空維修單位建立差異化班別疲勞管理機制，並同時檢視勤務前疲勞、勤務後疲勞及疲勞增量。人力配置應以單位人員總數與實際可用人力為基礎，依每日航班量、作業尖峰、例行與非例行維修需求及機種授權需求安排相對應之工作人數。當授權人力不足或特定機種授權集中於少數人員時，應增補授權人力、培訓現有人員取得所需資格，或安排跨班支援。工作單位應持續監測個人工作量、加班、故障處理、監督與簽放責任之分布，避免高工作負荷及特殊機種簽放工作長期集中於相同人員。研究結果可作為停機線維修單位進行排班改善、人力配置、授權培訓及疲勞風險管理之實務參考。

Line maintenance supports continuous flight operations under short turnaround times, fluctuating workloads, and strict safety requirements. This study examined fatigue among shift-based aircraft maintenance technicians of Airline C at Kaohsiung International Air-port and its relationships with shift type, overtime hours, flights handled per technician per duty period, and authorization category.
Data were collected over 46 consecutive days from March 1 to April 15, 2026. Fifty-eight technicians participated, and 55 provided complete pre-duty and post-duty records, yield-ing 1,014 daily observations. Fatigue was measured using the seven-point Samn-Perelli Fatigue Scale; fatigue change was calculated as post-duty minus pre-duty fatigue.
Night-shift personnel reported higher pre-duty fatigue than early- and afternoon-shift per-sonnel, whereas the early shift showed a greater fatigue increase during duty. Overtime hours and flights handled per technician were positively associated with fatigue change, with flights handled showing the strongest standardized association in the regression mod-el. Post-duty fatigue was higher on the early and night shifts than on the afternoon shift, with no significant difference between the early and night shifts.
B1/B2 authorized personnel showed higher mean post-duty fatigue and fatigue change than M0 and M1 personnel, although this comparison was descriptive and did not include a separate between-group significance test.
The findings support shift-specific fatigue management, workload-based staffing, in-creased aircraft-type authorization capacity, and monitoring of overtime, workload, trou-bleshooting, and release responsibilities to prevent repeated concentration on the same individuals.

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