國籍航空公司近10年來平均失事率每百萬飛時約為1.66，與國際0.54相較，我國失事率是世界平均水準的3.07倍，直昇機近10年來平均失事率每十萬小時為34.08，與美國8.74相較，台灣是美國的3.89倍，上述資料顯示，我國飛安狀況普遍較世界水準差，其中直昇機又較固定翼飛機差，然而研究航空運輸業飛航作業安全風險因素的文章很普遍，但是針對直昇機飛航作業安全的研究卻不多。

造成飛航安全風險因素很多，由統計資料顯示，人為因素約佔事件肇因70％，因此找出具本土特色之影響直昇機飛航操作風險人為因素，是本研究之宗旨，另鑑於飛安事故調查，有由個人轉變為群體之趨勢，因此參考SHEL模型，增加「組織」構面，建構出本研究以人為中心之HELLOS模型，俾完善整個人因範疇，透過政府、民航與軍方專家為樣本，藉量化分析之研究，經因素篩選及權重排序二階段，最後歸納出直昇機飛航作業人為風險因素量表，包含5個構面，17個因素。

各構面排序優先順序依序為1.「人與人員」、2.「人與軟體」、3.「人與組織」、4.「人與環境」、5.「人與硬體」。各主要風險因素排序依序為：1.「是否遵守CRM原則」、2.「對飛安之認知」、3.「環境或飛機本身所造成之震動」、4.「飛機機件不良」、5.「飛行員素養」、6.「SOP或法規是否完善」、7.「飛行員飛航前之任務熟悉」、8.「訓練是否完善」、9.「遵守標準操作程序」、10.「飛行員生理狀況」、11.「遵照指定航路、速度與高度飛航」、12.「飛行員生活之規律性」、13.「對飛機系統之認知程度」、14.「飛行組員依座艙檢查卡執行檢查」、15.「特殊作業環境」、16.「無線電之噪音」、17.「導航設備是否符合需求」。

依主要風險因素之重要性與可行性綜合評估，繪製政策定位圖，區分為；優先執行組、重點規劃組、彈性整合組及長期策略組，決策者依各因素分佈於各群組之狀況，運用公司有限資源，採取適當決策，才能以最小投入獲得最大飛安改善之手段，達邊際效益最大化之飛安管理成效。

In the passed decade, the average accident rate is approximately 1.66 mishaps per million flight hours for the Republic of China (ROC) civil aircraft and it is 3.07 times of the World's average --- 0.54 mishaps per million flight hours. In addition, the average accident rate is 34.08 mishaps per 100,000 flight hours for the ROC rotor-wing aircraft while it is 8.74 for the USA rotor-wing aircraft. The ROC helicopter accident rate is almost 4 times of the USA accident rate. According to the data I mentioned above, the ROC flight safety is a concern when it is compared to the current world's flight safety level, especially the flight safety for helicopters. However, there are few exclusive researches for helicopter flight safety among the countless researches related to aviation/flight safety.
As we know, flight safety is affected by many factors. The accident statistics tell us that the 70% flight accidents are caused by human factors. The purpose of this study is to determine the critical human factors that affect helicopter flight safety most and figure out a way to improve the flight safety level in our country. We include "Organization" among the SHEL model (Software, Hardware, Environment, and Liveware) to establish the HELLOS model which is emphasized on "liveware and liveware(s)" because we found that the human factors in accident were evolving from "individual" to "group". We hope the HELLOS could be more completed for analyzing the human factors. In this study, we received diverse data from government, civilian airlines, and militarizes and used quantitative methods for research. After factor screening and priority sorting, we draw a chart with quantitative scale called "Human Risk Factor for Helicopter Flight Safety", including 5 topical subjects and 17 factors.
The priority order of topical subjects is: 1. Liveware and liveware. 2. Liveware and software. 3. Liveware and organization. 4. Liveware and environment. 5. Liveware and hardware.The 17 factors discussed in each topical subject are(Selections of first 10 item in 17): 1. Follow the Crew Resource Management (CRM) principles or not? 2. Flight safety cognition. 3. Environment or the vibration caused by aircraft. 4. The unhealthy equipment. 5. Pilot self-discipline. 6. Standard Operating Procedure (SOP) or regulations are feasible or not? 7. Familiar with the upcoming mission or not? 8. Training is valid or not? 9. Follow SOP exactly?10. Pilots' physiological functions.
According to the affections and feasibilities of factors, we create the "Policy Schema" and divide those factors into the first priority group, priority planning group, flexible integration group, and long-term planning group. Policymakers refer to the distributions of those factors in Policy Schema and resources available for decision-making. A remarkable and effective flight safety improvement with minimum investment should be expected.

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