為達到更安全、更有效率的航空運輸模式，隨著工程技術的進步，航機系統的設計往往也有著相對應之革新；然而，人機系統卻一直是科技發展之餘最重要的議題之一。本研究透過可靠度工程中最常用的故障樹模型，配合機率分析以及通訊工程上的資訊理論，發展出一套能夠初步計量人機系統之間交互作用的方法。同時，嘗試從航機最主要的四大系統(電源系、燃油系、氣源系以及液壓系)配置之觀點，以現今市占率最高的機型包含空中巴士A320、A330、A350以及波音737、777、787為例，具體「量化」各種失效情況下航機將帶給飛航組員的資訊量。經過本研究多次的模擬和分析，可得知各機型主要系統的失效特性，以及各個機型整體而言的失效模式以及平均資訊量：23.84 bits (A320)、21.12 bits (A330)、32.69 bits (A350) 以及25.72 bits (B737)、25.06 bits (B777)、32.91 bits (B787)。此外，透過各機型分析結果的比較，包含相同製造商(不同研發時期)、相同研發時期(不同製造商)等組合，亦可歸納出新式飛機有逐漸以電源系取代傳統液壓系的設計趨勢；各航機系統間平均資訊量之差異又以A330與B777的+18.7% (相對於A330)最大，其次為A320與B737的+7.9% (相對於A320)，A350與B787的+0.7% (相對於A350)最小。根據各個比較之結果，本研究將可針對其於特定航機之機型訓練、以及各航機間之轉換訓練的影響，提出有效且可行之建議。

According to the design of aircraft system as the technology progressed, the gradually increased interdependence between systems may raise the workload for flight crew. This research attempts to calculate the “quantity” of information that would transmit across the human-machine interface from a failure event. The analyses are based on variations in configuration design of power generation systems (the electrical system, fuel system, air system and hydraulic system) of the Airbus A320, A330 and A350, and, the Boeing 737, 777 and 787. With the help of a verified self-developed method derived from fault tree model, probabilistic analyses and Information theory, failure characteristics of each system can be obtained. The failure mode and the average information quantity of the entire aircraft can also be revealed by further analyses. The Airbus A320, A330 and A350 have the average information quantity of 23.84 bits, 21.12 bits and 32.69 bits; the Boeing 737, 777 and 787 have the average information quantity of 25.72 bits, 25.06 bits and 32.91 bits. Via series of comparisons, it can be concluded that the dependence on the electrical system is gradually more than the traditional hydraulic system. For the Airbus A320 and the Boeing 737, there is a difference of +7.9% (relative to the Airbus A320); for the Airbus A330 and the Boeing 777, there is a difference of +18.7% (relative to the Airbus A330); for the Airbus A350 and the Boeing 787 featuring the more-electric technology, there is a difference of +0.7% (relative to the Airbus A350). With those results, some practical recommendations to the type rating training of the corresponding aircraft fleet, or even the transition training between two different aircrafts can consequently be made.

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