本研究首先透過文獻回顧瞭解現有各風險評估模型的特色，延伸出建置飛行操作風險評估系統理念與方向。再以個案公司所建置的飛行操作風險評估系統為基礎，分析此系統著重的風險因素。此系統分為前艙組員(人為因素)、航機本身(航機因素)以及航路方面(環境因素)，整體架構利用層級分析法將風險因素一一拆解，其中數學模型採用模糊專家系統配合個案公司所訂定的風險矩陣來計算各層級之集合風險值。
本研究針對前艙組員利用「變動單一終端值」來做敏感度分析，研究結果以定性的方式分為「終端值群體(水平)比較」與「終端值向上影響(垂直)層級」兩方面分析結果來討論。
「終端值群體(水平)比較」結果顯示在個案公司的飛行操作風險評估系統中，前艙組員主要分為組員間溝通方面、經驗能力方面和壓力程度方面。在組員間溝通方面，最重視英語能力；在組員經驗能力方面，重視飛行員是否曾到過該機場及是否有廣體機的經驗；在壓力程度方面，則著重精神壓力、短暫疲勞以及累積疲勞。「終端值向上影響(垂直)層級」分析結果顯示，終端值(T 值)在層級分析的架構下，風險值經由層層轉換後，最上層的總風險值會被稀釋，以至於看不出敏感度。另外，分析結果亦顯示出飛行操作風險評估系統必須客製化、並主動積極控管風險因子的特色。
應用敏感度分析結果顯示，飛行操作風險評估系統採用層級分析法的優點在於可以有系統的分析各風險因素；但缺點在於底層的重要的風險因素無法完全反應到最上層。所以建議使用者可在整個飛行操作風險評估系統上採用較扁平化的架構，並建議利用敏感度分析為工具，找出高敏感度的終端值及風險評估系統的運算特性，以建構決策輔助系統，提昇飛行操作風險評估系統之使用效能。

This thesis started with the literature review of the existing risk assessment models and to extend the concept to characterize flight operations risk assessment system. Focused on the flight operations risk assessment system of
a national airline, this thesis analyzed the important risk factors that appeared in the system and improvement action items were suggested.
The airline’s flight operations risk assessment system utilized Analytical Hierarchy Process (AHP) method to decompose risk factors into branches and layers. The final risk value was mainly composed by crew functionality
(human factors), the aircraft functionality (mechanical factors), and the sector threat (environmental factors). The calculation of the composite risk values in the transition between layers adopted the mathematical model of “Fuzzy Expert System” as well as the risk matrix determined by the company.
This research adopted “Bruce force” sensitivity analysis to characterize the sensitivities of each terminal (bottom layer) risk factors to the composite risk value. The horizontal comparisons between terminal risk factors as well as the vertical impact analysis of each terminal risk factor were given. In the analysis of the risk assessment on crew functionality, the results of the horizontal comparison showed that the airline emphasized on English Proficiency in “crew conversation” aspect, and paid more attention on wide-body experience in “crew experience” aspect. In the “crew stress levels” aspect, mental tress, transient fatigue, and cumulative fatigue were all important to the airline. The vertical impact analysis showed the impact of the terminal risk factors (bottom) to the composite risk value (top) were diminishing during layer by layer risk value calculations under AHP framework. The results also showed flight operations risk assessment system must be customized, and actively managing.
In conclusions, the advantage of using AHP in flight operations risk assessment system method is its systemized decomposition of risk factors, however, due to its complex structure, the bottom risk impact can hardly respond to the top. To avoid this, the assessment structure should be as flat (less layers) as possible. Moreover, sensitivity analysis of the assessment system is vital in the application of the assessment system. It is a tool to characterize the sensitive terminal factors. And, the calculated sensitivities of the risk factors are important reference data for the design of the decision-support system in conjunction with the application of flight operations risk assessment systems.

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