他們被制度謀殺了，機組只是不自覺的工具人而已，我們要探究的是，如何揪出元凶
作者 / forexkan
首先，我必須說很高興終於有司法單位主動介入，調查民航這塊爛瘡疤，但是因為國家考試不考民航法規，而民航法牽涉到很多技術性的概念，純粹由普通刑法來評價確實有些難度。這些民航從業人員違法犯紀，其危害程度不亞於頂新集團的造假；頂新集團是針對全民全面性慢性投毒，航空公司為了績效而違法造假的行為，不啻如針對全民隨機埋入的定時炸彈。
（參考新聞：四秒關引擎 資深機師質疑違反程序）
航空公司機務部門為了圖利公司討好長官，粉飾自己績效，不按規定執行檢修程序，卻在業務文書上登載不實，歷年來就算被民航局查獲，民航也只是行政罰鍰，從來沒有移送，這些被查獲的都是民航局事後稽核查出來的，只是冰山的一角，還有更多等著引爆下一次空難。
正如此次復興空難，顯然機組在第一個發動機失效後，執行程序時關錯發動機，為何一個訓練有素的機長會犯下如此重大且明顯的錯誤？這應該可以證實在他起飛前一定有某些因素困擾他，這印證媒體登載，有人爆料機長提及在前一段航行中發動機異常，機務要他這趟飛回來再修；這種事對機長來說往往造成很大壓力，明知不可為而為之，但若不為，後果也可能造成他個人遭公司秋後算帳，所以可以推導帶著這種預先知道發動機異常的忐忑情境跟壓力，在飛機一起飛時竟然真的發生發動機失效情事，錯愕、慌亂可見一斑。
這可以由機長向塔台發出Mayday求救，是在兩個發動機都失效才發出的就可以證實，因為全世界的機師所受的訓練從入門第一課到退休，是每半年必考科目，而單發失效原則程序都是1.先穩住飛機、2.保持航向、3.上高度避地障，接著呼救，再來才是執行將故障發動機關油門、關電門；因此先前發動機異常的先佔情境，應該是造成他錯愕慌亂的主因，進而導致關錯發動機，而且可能三名駕駛都同樣陷於因為先前發動機異常，機務又不願檢修的陰影，這都必須揉入人性因素(Human Factor, 我不認同用人為因素，ICAO手冊的解釋就是人性)考量，才能最終判斷當時的情境。
事後批評人家時，要設身處地(put yourself into their shoes)，想像一下人家當時的情境，不要一開始造神造成這樣，現在又落井下石，太不堪了，固然他們害人害己不應該，但是失速警告stall stall 響了五次，可以判斷他們在最後還是在失速邊緣勉強保持高度，無論是想撐回機場或找落地點，這都是出於拯救生命的善念，他們被制度謀殺了，機組只是不自覺的工具人而已，我們要探究的是，如何揪出元凶，把這幫真正的罪魁禍首杜絕掉。我期待士檢能有所作為。
(作者擔任過國內航空公司機師，經作者授權刊登)
延伸閱讀：不該發生的空難 – 機師憶空難調查報告、復興航空空難 機師現身說法
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4.空姐 嗨 別説了
三位資深機師同時關錯的機率有多小? 被"已知的"突發狀況嚇? 他們可都是飛行數千小時的老鳥，不是菜鳥。無人反對四秒關機，是早有原因?
二號機故障時高度是否已經很低? 一號機是否完全正常如"飛航專家"說返回機場? (只有一條跑道不是嗎?)根本就"飛回要檢修"了! 一直重開車是因為? 一架飛機的事故，絕對不會只有一兩個人的問題，是一整個機隊，甚至一整個公司的錯失。
在空中要是系統不可靠，身負重任的機師不會把乘客的命拿來賭啊! 降速找地方安全迫降是不是三位機師最確定，傷害最小的選擇?
往者英靈不遠，檢討時說話可否尊敬一點?
這篇文章我不覺得有貶低他們的意思
而對他們最尊敬的做法
就是確確實實、老老實實的把每一項細節錯誤通通檢討出來
而不是只會把尊重掛在嘴邊
否則他們不是白死了?
如果不肯真實的面對承認錯誤
類似的事件永遠還是會發生
另外我也可以告訴你…
古往今來所有的災難事件…
扣掉天然災害
人為因素都遠大於機械因素!!!
告訴我告訴我，你拿什麼告訴我？連個名字都不放你空口白話要說什麼？
你哪來的信心人為因素都遠大於機械因素!!!？？？更何況你怎麼分人為和機械？
下雨了害你摔車是人為還是機械？當然是人為，誰叫你下雨還不小心騎。
修車師傅沒把你的輪子鎖緊害你龍頭抖動摔車是人為還是機械？
當然是人為，因為師傅沒作好呀。
原廠叫你用一瓶500元的機油你偏偏用480的而且還不回原廠保養是人為還是機械？
當然是人為，誰叫你不回原廠。
你車子買回家半天前懸吊就斷了是人為還是機械？
當然是人為，要嘛就品管不嚴要嘛就設計不良。
哪一個機械不是人為的？除了天災都是人禍，哪有什麼機械、人為。
這篇是之前偶然間逛到的, 某位機長的blog….
http://cougarhsiung.pixnet.net/blog/post/367525235?fb_action_ids=1084273044932393&fb_action_types=og.likes