Air China Cargo – Pilot Reports


The ACC SIM evaluation is quite thorough, and not every candidate is going to get the same profile. The evaluators are, I believe, looking for good CRM, decision making and flying skills.

Expect the first take-off to be RW 36L, heavy weight and 25Kt crosswind, probably from the left. Expect the No.1 engine to fail shortly after (or just before) V1, probably flame-out, and do not expect the co-pilot to call it. I think they want to see a return to PEK on 3 engines and a 25-30 Kt crosswind, ceiling 200’.

Some candidates have had the Hi-dive, and some a 2-engined approach also. I had double FMS failure, left ADC failure, and standard 3 engine work.

The Air China cargo SIM is a PW engined affair with EPR as the main power setting on the EICAS. I was used to GE and using N1. They also use assumed temperature technique for power settings which came as another surprise to me.

The SIM flies reasonably well and is not overly squirly like some I have flown. It would be an advantage if you were paired up with someone from your old company as there would be little confusion over procedures and callouts, etc.


Richard Wills


We had another Captain pass the CAAC Check Ride for Air China Cargo’s B747-400 Transition Program. Below are his comments:

About the CAAC sim check on B733, it was scheduled to last 2 hours. We were 5 in the sim: two checkers (CAAC and ACC), of course one B737 F/O, and a ACC F/O for translation.

We started with pre-flight preparation, start up and standard VMC circuit with light crosswind. I wasn’t stabilized so I did a go around for another circuit. I was requested to do a touch and go, and after that, I had an inextinguishable engine fire. Decision was taken to land immediately after the memory items, and without doing all the checklist. Of course, we performed an evacuation after complete stop.

Take off again for the forth circuit, Windshear just before V1, rotation 2000 ft before the runway end, and stabilization at 1500 ft for downwind. The last failure was flaps asymmetry, complete checklist, and coming back for landing. I was told immediately I passed the check.

Congratulation was given to me for the go around decision, the flying skills, and the good CRM in the cockpit. Everything was performed with a friendly atmosphere with the F/O, the translator and the checkers.

This ATP check is very different in comparison with the JAA one. It is a little disturbing if you are not warned about it. For ending, I was told that for some other guys, it was very different.


We had another B747-400 Transition candidate pass his final two tests this week: the CAAC ATP written exam and the CAAC SIM check.

He asked that we communicate three things from his CAAC SIM check that he feels are very important.

1. The CAAC check is looking from stable flight and stable maneuvers. Make your turns at 25 degrees (absolutely no more). Be in control!

2. The CAAC is absolutely looking for safety to be number one. If you are not stable on your landing, go around.

3. Communicate, communicate and communicate more. Quickly develop a good relationship with your first officer. He can make you or break you and in many respects is more important than the examiner.

Good luck on your SIM checks!


Feed Back From Another B747 Transition Candidate: A B737NG Captain in the B737-300 SIM:

I did not have a B737 system test. About the sim check, it is exactly as it is mentioned on the ACC forum: they want to see flying skills, CRM, and also BOEING standard operating procedures. There was no trap for me. I did only standard traffic pattern in VMC, engine severe damage around V2, radar vectoring, manual single engine ILS with FD, single engine landing, wind shear during take off, and steep turns. That’s all.

The other candidate with me failed because he was lost in the classic. He was only flying on NG with speed tape, and on this simulator there is no speed tape, only standard airspeed indicator. And of course some instruments are
not at the same place in the cockpit. A bit disturbing the first time you fly again after a long time on the airplane!

A B737NG Captain that will soon be a B747-400 Captain


SIM TEST in March.
I did SIM test at Beijing recently, I am afraid this infor will be helpful or not.
First of all, V-bar flight director was very strange to me all the way and followed
informations are non-sequenced.

1. starting on the PEK RWY 36L with light t/o weight, after t/o manual flight only
until touch down, ILS CAT I manual touch & go with V-bar F/D. Wx was 1200m 300′
ceiling, x-wind 15kts.

2. After touch & go, raw data ILS CAT I approach again. I made go-around just before
threshold due to offset of runway. Instructor gave me 6 mile final again. Full stop.

3. Changed t/o performance as heavy weight and same wx condition. After airborne
PFC Failure and Eng fire at second segment without TAC.
– fire drill recall then clean up, continued checklist
– wx check, then decided to return(I missed fuel jettison, instructor pointed out when
I call ready to app’)
– cross wind varied from 30 to 20kts in the pattern and final.
– using a rudder trim as manual was effective to me, but it was difficult to order
to F/O for trim neutral on final.

Supporting f/o Mr. Lu was helpful all the way. if you have enough time to discuss with
supporting f/o before jump in SIM, do the short briefing tip to him for the non-normal
and procedure should be done. It will be more helpful. Anyway, it was great challenge
to me with V-bar F/D and hour long manual flight.

Good Luck.


The CK sim check was done at the Air China facility in Beijing. The sim was a B777 with Pratt engines and EPR guages. It was one of the more squirrelly sims I’ve been in. The ECL was u/s and the FDs with v-bars instead of cross-hairs.

The check was conducted by CK’s Chief pilot B777 and observed the the Director of Standards–both very nice, warm, affable gentlemen.

Basically three circuits are flown from PEK runway 36R to the same runway ILS. The weather is 300 OVC and 1500m apprx.

The first circuit, radar vectors with FD’s on to a touch and go.

The second, vectors for the ILS, raw data, no FD’s, full stop.

The last circuit, cross-wind is increased. At rotation the prim flight computers are failed (easy to forget the gear), followed by a lim,surge,stall leading to a shutdown. Vectors for a se ILS with FD’s. Don’t forget to mention fuel jettison down to MLW before landing on this circuit. The CP will then reduce the fuel for you.

The checklists are run by a CK experienced f/o translating from the QRH which is written in Chinese.

All-in all straight forward, no traps. On the third circuit the prim flight computer failure make the sim rather rolly-polly and fails the TAC.

You will know right away how you did from the feedback you get as you leave the sim.

Hope this helps.



That’s great info GT. I was on the previous round of interviews. Sounds like the Chief is mixing up the scenarios here and there, but generally the same. So future candidates beware!! They are not going by script, so don’t anticipate anything. Good luck!!!!