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OBJECTIVE: To study the personality changes of Chinese airline transport pilots in the training process from cadets to captains. METHODS: In This paper, we used the Cattell 16 Personality Factor Questionnaire (16PF) to track and record the personality traits of 200 students majoring in flight technology and 200 "college graduates to pilot" in five different periods from the beginning of aviation theory training to becoming captains. RESULTS: Before the aviation theory training, for the 16 factors of 16PF, there was a significant difference in 11 factors (including Warmth (A), Reasoning (B), etc.) between the students majoring in flight technology and "college graduates to pilot" (p < 0.05). After the completion of theory training, there were only four factors (Sensitivity (I), Openness to Change (Q1), Self Reliance (Q2) and Perfectionism (Q3) (p < 0.05) between the students majoring in flight technology and "college graduates to pilot", then after the flight training, there is no significant difference between them. When they became captains, compared with when they were flying cadets, 13 factors of students majoring in flight technology and 7 factors of "college graduates to pilot" had changed significantly. From the perspective of the growth of flying cadets, in the process of becoming a captain, there are three stages that have a great influence on the personality of the participants. The first stage is the university study. The second stage is the flight training, and the third stage is the copilot growing into a captain. CONCLUSION: During the process of a pilot growing from a cadet to a captain, his or her personality is constantly developing and changing, and on the whole, develops towards a personality direction conducive to flight safety. In particular, when a copilot grows into a captain, the personality traits of a qualified airline pilot, including Emotional Stablity (C), Rule-Consciousness (G), Social Boldness (H), Privateness (N), Self-Reliance (Q2), etc., have been greatly strengthened at this stage. [ABSTRACT FROM AUTHOR]

Safety is the lifeline of civil aviation. With the advancement of technology, human factors have become the primary factor affecting aviation safety. Among these, human errors in air traffic control (ATC) account for a significant proportion of aviation accidents. In order to investigate human errors in ATC, this paper introduces two common human factors conceptual models – the Reason model and the HFACS model, and analyzes the specific application of the HFACS model in aviation. It is found that the HFACS model can effectively establish a classification system for human errors in ATC. Moreover, this paper combines the HFACS model with AHP (Analytic Hierarchy Process) and uses the HFACS model to establish a first and second level indicator system for human errors in ATC. We calculated the weights of each specific factor using the Analytic Hierarchy Process. The results show that the most significant influencing factor in the first level indicators is organizational factors, while the most significant influencing factor in the second level indicators is Air Traffic Resource Management. Among the 13 second level indicators, the smallest weight is the controller's violation. Based on the calculated weight results, in order to improve the safety level of ATC, the first step should be to improve the level of ATC organizational management. This is also of great significance for improving the safety level of the entire aviation system. The findings of this study suggest that the HFACS model, combined with AHP, can be an effective tool for identifying and analyzing human factors in ATC and ultimately improving the safety of the aviation industry. [ABSTRACT FROM AUTHOR]

Background: This study aimed to explore the adverse influences of mobile phone usage on pilots' status, so as to improve flight safety. Methods: A questionnaire was designed, and a cluster random sampling method was adopted. Pilots of Shandong Airlines were investigated on the use of mobile phones. The data was analyzed by frequency statistics, linear regression and other statistical methods. Results: A total of 340 questionnaires were distributed and 317 were returned, 315 of which were valid. The results showed that 239 pilots (75.87%) used mobile phones as the main means of entertainment in their leisure time. There was a significant negative correlation between age of pilots and playing mobile games (p<0.01). There was a significant positive correlation between the length of phone usage on rest days and the length of phone usage before sleep and the 15 items of the scale (p<0.01), age, flight hours and position had a significant negative influence on the total score of the scale (p<0.01), while the length of mobile phone usage on rest days and before sleep had a significant positive influence on the total score of the scale (p<0.01). Among the above five independent variables, the length of time spent using mobile phones on rest days is the most influential factor on pilot status. Conclusions: Excessive use of mobile phones is very common among pilots, and it has become one of the key factors affecting the status of pilots. In any case, the longer the pilots use mobile phones, the greater the adverse impacts on their own status. At the same time, the longer pilots use mobile phones, the greater threat to flight safety. [ABSTRACT FROM AUTHOR]