Tips for CAAC ATPL Test
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Is there any Sheppard ATP but for CAAC ? once I am ready to take the written exam, where can I take it?
CAAC CHECKRIDE: is the same as FAA? you have to get it done during an Initial or Upgrade SIM training at the exam?
Thanks !
CAAC CHECKRIDE: is the same as FAA? you have to get it done during an Initial or Upgrade SIM training at the exam?
Thanks !
Join Date: Sep 2005
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Thread bump. Any new intel on the Chinese ATPL written? How's the Dauntless app? It's rather steep however, seems convenient. You can even study on your phone when you're taking a dump.
Any other recommendations? WASINC (agency) has a whole heap load of free questions on their website. Any comments on those?
Any other recommendations? WASINC (agency) has a whole heap load of free questions on their website. Any comments on those?
Join Date: Oct 2004
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Hello, I studied my a** off, for a couple of months. Went through the pdf and then Feizhiyi several times, on the online exams I scored above 95 and a couple of 100’s. I can tell you that it does help, although many of the questions are not the same, they are similar and you’ll catch them and score them right. I got an 84 on my atp exam. I’m also sharing a brief summary that I encourage you to copy-paste and study... Good luck!
CHINA, P.R. OF - RULES AND PROCEDURES
Levels in Holding Pattern
-8400m (27600ft) or below and from 8900m (29100ft) up to 12500m (41100ft), each level is separated by 300m (1000ft), above 12500m (41100ft) by 600m (2000ft).
-A minimum holding level will at least provide a clearance of 600m (2000ft) above the highest obstacle on the ground and at least 300m (1000ft) higher than the initial approach altitude/height.
PROCEDURE LIMITATIONS AND OPTIONS
-Instrument approach procedures are based on the PANS-OPS, Document 8168.
-China has started applying the Continuous Descent Final Approach (CDFA) flight technique to their straight-in non-precision approaches while eliminating the step-down or dive-and-drive option. If the CDFA flight technique is not used the shown RVR/VIS need to be increased by 200m for Cat A and B aircraft and by 400m for Cat C and D aircraft.
-Unless otherwise stated, procedures are speed restricted to a max IAS of 260kmh (140kt) (CAT B) and 350kmh (190kt) (CAT C/D).
-Unless otherwise specified, all missed approach turns are limited to 350kmh (190kt)
MINIMUM FLIGHT ALTITUDES
-IFR Flights:
-The minimum flight altitude for an IFR flight within TMA shall not be less than 300m over plains and 600m over hilly and mountainous areas above the highest obstacle within a radius of 55km centered on the aerodrome radio beacon.
-The minimum enroute flight altitude for an IFR flight over high terrain or in mountainous area is 600m above the highest elevation within 25km on each side of the center line of an airway, while over areas other than high terrain or in mountainous area is 400m above the highest elevation within 25km on each side of the centerline of an airway.
-VFR Flights:
-Minimum flight altitudes for VFR flights correspond to minimum levels for IFR flights with the following exceptions for VFR flights with a cruising speed of 250kmh or less:
– Operating within a TMA the vertical clearance above the highest obstacle shall not be less than100m.
– Operating enroute below the minimum flight level the vertical clearance above the highest elevation within 5km on either side of the center line of a route shall not be less than 100m over plain and hilly areas, or 300m over mountainous areas.
TAXI PROCEDURES
Taxiing (towing) of aircraft shall be conducted with permission of the air traffic controller and in compliance with the following provisions:
An aircraft shall taxi or to be towed along the specified route assigned by the air traffic controller.
b. Aircraft, when taxiing, shall comply with the taxi speed restrictions laid down in the corresponding aircraft operations manual or pilot flight rules; taxiing speed shall not exceed 15kmh while taxiing in the proximity of obstructions.
c. When 2 aircraft are approaching head-on, each shall keep to the right and maintain the required safe separation. When 2 aircraft are crossing, the pilot who sees the other aircraft on his left shall stop taxiing and give way to the other.
d. When 2 or more aircraft are taxiing in succession, the succeeding aircraft shall not overtake
the preceding one, and the longitudinal separation shall not be less than 50m.
e. When taxiing or be towed during nighttime, the aircraft shall switch on their navigation lights.
f. Helicopters may fly at a height of 1 to 10m instead of ground taxiing.
TAKE-OFF CLEARANCE
Before an aircraft taxis into the runway-in-use, the pilot shall complete his preflight preparations and checks. Taxiing into the take-off position is not allowed until clearance from the aerodrome tower controller is obtained. An aircraft shall take-off at once upon receipt of take-off clearance. If it fails to take-off within 1 minute, the pilot shall request another clearance.
VISUAL FLIGHT RULES
-Visual Flight Safety Separation:
The separation between aircraft operating on the same track and same altitude shall not be less than:
a. 2000m when aircraft cruising airspeeds are less than 250kmh; or
b. 5000m when aircraft cruising airspeeds are 250kmh or more.
-Traffic Circuit:
An aerodrome traffic circuit is normally a left-hand one. It may, however, be a right-hand traffic circuit if it is constrained by the conditions of terrain or city location or if it is to avoid crossing with the traffic circuit of adjacent aerodrome.
An aircraft on traffic circuit is forbidden to overtake another aircraft of the same type. Aircraft shall maintain a minimum separation of 1500m between them on the same traffic circuit. However, aircraft with higher speed may, with the clearance of the air traffic controller, overtake another of lower speed from the outer side before base-turn while maintaining a minimum lateral separation of 200m. No aircraft shall overtake the preceding one from the inner side unless an immediate landing is imminent.
RVSM CHINA
Air traffic services will consider suspending RVSM procedures when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 600m (2000ft).
During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 45m (150ft).
ALTIMETRY
-General:
- At aerodromes where transition altitudes and transition levels are established:
Before take-off, the aircraft altimeter subscale shall be set to QNH of the aerodrome. After take-off, upon reaching the transition altitude the altimeter subscale shall be set to 1013.2hPa. When an aircraft is passing through a transition level during descent, the altimeter subscale shall be set to QNH of the aerodrome.
- At aerodromes where transition heights and transition levels are established:
Before take-off, the aircraft altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation. After take-off, upon reaching the transition height the altimeter subscale shall be set to 1013.2hPa. When an aircraft is passing through a transition level during descent, the altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation.
- At aerodromes where transition altitudes or transition heights and transition levels are not established: Before take-off, the aircraft altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation. After take-off, when the aircraft has reached a height of 600m, the altimeter subscale shall be set to 1013.2hPa. During the process of descending in the aerodrome tower control area, the aircraft shall start altimeter setting by the instruction of air traffic controller.
- At aerodromes of high elevation when the aircraft altimeter subscale cannot be set to the atmospheric pressure at the aerodrome elevation, it will then be set to 1013.2hPa before take-off, with the indicated altitude interpreted as zero altitude. When the aircraft altimeter subscale cannot be set to the atmospheric pressure at the aerodrome elevation, landing is to be made with the assumed zero altitude notified by the air traffic controller before landing
DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES ICAO REFERENCE Annex 2
-3.2.2.2 When 2 aircraft are approaching head-on at the same level, each shall alter its course
to the right, maintaining a separation between them of 500m or more.
-3.2.2.3 When 2 aircraft are converging at the same level the pilot who sees from the cockpit the other aircraft on his left shall descend, while the pilot who sees the other aircraft on his right shall ascend.
-3.2.2.4 Overtaking of aircraft at the same level shall be made at a lateral distance of 500m or more to the right side of the aircraft being overtaken.
-3.3 Flight plans are required for all flights.
-4.1 Airspace is not divided into controlled and uncontrolled airspace. VMC are dictated by the
speeds of aircraft.
-4.6 An aircraft operating within an aerodrome tower control area with a cruising speed of 250kmh or less may fly at an altitude with a vertical clearance of not less than 100m above the highest obstacle.
CCAR 121.481 General
Approved Sleeping Area
refers to a place approved by CAAC authority and designated for crewmembers to have a good sleep.
Calendar Day
refers to the time in accordance with UTC or local time division, from 00:00 to 23:59;
Duty Period
refers to a consecutive period of time starting from the moment a crewmember reports for duty upon receiving flight tasks assigned by the certificate holder (exclude the time taken from his/her residence location or base to the report location) to the moment his/her duty is relieved. In the event of an operational delay within a duty time, sleeping time is not calculated as duty time if the crewmember can have a rest in a place where sleeping facility is available.
Rest Period
refers to a consecutive period of time starting from the moment a crewmember arrives at the rest place to the moment he/she leaves rest place for the next assignment. No certificate holder may arrange work for him or disturb his/her rest during the rest time. The time taken for his/her flight as an occupant for the completion of his/her assigned flight task between the residence base and duty location may not be included into the duty time of this duty period;
Operational Delay
refers to a delay due to such objective factors as bad weather conditions, airplane equipment malfunctions, ATC problems.
Captain:
A pilot who is ultimately responsible for the operation and safety of an aircraft during flight time, as specified by the certificate holder.
Crew Members:
Aircraft personnel who perform missions on an aircraft during flight, including flight crew members and cabin crews.
Flight Crew:
Refers to the pilots and flight mechanic who perform the tasks in the cockpit during the flight.
Flight Time:
Refers to the aircraft in order to take off and by their own power to start moving until the end of the flight to stop the time so far.
CCAR 61 Pilots Certification
CCAR 91 General Operating and Flight Rules
CCAR 121 Large Aircraft (<5.7t) Commercial Operations, <30 seats
CCAR 135 Business and Small Aircraft (>5.7t) Commercial Operations, >30 seats
Training: can be done one month before or after validity and will maintain the SAME date validity. Eg: Proficiency Check with validity date of November, can be done during October through December, but will maintain validity on November.
Proficiency Check: every 6 months (CCAR 121), 12 months (CCAR 61)
Recurrent Training: every 12 months
DGR, EMER training: every 24 months
English Proficiency Check Validity
Level 4, 3 years
Level 5, 6 years
Level 6, indefinite
Validity of License
Student, 2 years
CPL, ATP, 6 years
Type rate Instructor, 3 years
CHINA, P.R. OF - RULES AND PROCEDURES
Levels in Holding Pattern
-8400m (27600ft) or below and from 8900m (29100ft) up to 12500m (41100ft), each level is separated by 300m (1000ft), above 12500m (41100ft) by 600m (2000ft).
-A minimum holding level will at least provide a clearance of 600m (2000ft) above the highest obstacle on the ground and at least 300m (1000ft) higher than the initial approach altitude/height.
PROCEDURE LIMITATIONS AND OPTIONS
-Instrument approach procedures are based on the PANS-OPS, Document 8168.
-China has started applying the Continuous Descent Final Approach (CDFA) flight technique to their straight-in non-precision approaches while eliminating the step-down or dive-and-drive option. If the CDFA flight technique is not used the shown RVR/VIS need to be increased by 200m for Cat A and B aircraft and by 400m for Cat C and D aircraft.
-Unless otherwise stated, procedures are speed restricted to a max IAS of 260kmh (140kt) (CAT B) and 350kmh (190kt) (CAT C/D).
-Unless otherwise specified, all missed approach turns are limited to 350kmh (190kt)
MINIMUM FLIGHT ALTITUDES
-IFR Flights:
-The minimum flight altitude for an IFR flight within TMA shall not be less than 300m over plains and 600m over hilly and mountainous areas above the highest obstacle within a radius of 55km centered on the aerodrome radio beacon.
-The minimum enroute flight altitude for an IFR flight over high terrain or in mountainous area is 600m above the highest elevation within 25km on each side of the center line of an airway, while over areas other than high terrain or in mountainous area is 400m above the highest elevation within 25km on each side of the centerline of an airway.
-VFR Flights:
-Minimum flight altitudes for VFR flights correspond to minimum levels for IFR flights with the following exceptions for VFR flights with a cruising speed of 250kmh or less:
– Operating within a TMA the vertical clearance above the highest obstacle shall not be less than100m.
– Operating enroute below the minimum flight level the vertical clearance above the highest elevation within 5km on either side of the center line of a route shall not be less than 100m over plain and hilly areas, or 300m over mountainous areas.
TAXI PROCEDURES
Taxiing (towing) of aircraft shall be conducted with permission of the air traffic controller and in compliance with the following provisions:
An aircraft shall taxi or to be towed along the specified route assigned by the air traffic controller.
b. Aircraft, when taxiing, shall comply with the taxi speed restrictions laid down in the corresponding aircraft operations manual or pilot flight rules; taxiing speed shall not exceed 15kmh while taxiing in the proximity of obstructions.
c. When 2 aircraft are approaching head-on, each shall keep to the right and maintain the required safe separation. When 2 aircraft are crossing, the pilot who sees the other aircraft on his left shall stop taxiing and give way to the other.
d. When 2 or more aircraft are taxiing in succession, the succeeding aircraft shall not overtake
the preceding one, and the longitudinal separation shall not be less than 50m.
e. When taxiing or be towed during nighttime, the aircraft shall switch on their navigation lights.
f. Helicopters may fly at a height of 1 to 10m instead of ground taxiing.
TAKE-OFF CLEARANCE
Before an aircraft taxis into the runway-in-use, the pilot shall complete his preflight preparations and checks. Taxiing into the take-off position is not allowed until clearance from the aerodrome tower controller is obtained. An aircraft shall take-off at once upon receipt of take-off clearance. If it fails to take-off within 1 minute, the pilot shall request another clearance.
VISUAL FLIGHT RULES
-Visual Flight Safety Separation:
The separation between aircraft operating on the same track and same altitude shall not be less than:
a. 2000m when aircraft cruising airspeeds are less than 250kmh; or
b. 5000m when aircraft cruising airspeeds are 250kmh or more.
-Traffic Circuit:
An aerodrome traffic circuit is normally a left-hand one. It may, however, be a right-hand traffic circuit if it is constrained by the conditions of terrain or city location or if it is to avoid crossing with the traffic circuit of adjacent aerodrome.
An aircraft on traffic circuit is forbidden to overtake another aircraft of the same type. Aircraft shall maintain a minimum separation of 1500m between them on the same traffic circuit. However, aircraft with higher speed may, with the clearance of the air traffic controller, overtake another of lower speed from the outer side before base-turn while maintaining a minimum lateral separation of 200m. No aircraft shall overtake the preceding one from the inner side unless an immediate landing is imminent.
RVSM CHINA
Air traffic services will consider suspending RVSM procedures when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 600m (2000ft).
During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 45m (150ft).
ALTIMETRY
-General:
- At aerodromes where transition altitudes and transition levels are established:
Before take-off, the aircraft altimeter subscale shall be set to QNH of the aerodrome. After take-off, upon reaching the transition altitude the altimeter subscale shall be set to 1013.2hPa. When an aircraft is passing through a transition level during descent, the altimeter subscale shall be set to QNH of the aerodrome.
- At aerodromes where transition heights and transition levels are established:
Before take-off, the aircraft altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation. After take-off, upon reaching the transition height the altimeter subscale shall be set to 1013.2hPa. When an aircraft is passing through a transition level during descent, the altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation.
- At aerodromes where transition altitudes or transition heights and transition levels are not established: Before take-off, the aircraft altimeter subscale shall be set to the atmospheric pressure at the aerodrome elevation. After take-off, when the aircraft has reached a height of 600m, the altimeter subscale shall be set to 1013.2hPa. During the process of descending in the aerodrome tower control area, the aircraft shall start altimeter setting by the instruction of air traffic controller.
- At aerodromes of high elevation when the aircraft altimeter subscale cannot be set to the atmospheric pressure at the aerodrome elevation, it will then be set to 1013.2hPa before take-off, with the indicated altitude interpreted as zero altitude. When the aircraft altimeter subscale cannot be set to the atmospheric pressure at the aerodrome elevation, landing is to be made with the assumed zero altitude notified by the air traffic controller before landing
DIFFERENCES FROM ICAO STANDARDS AND PROCEDURES ICAO REFERENCE Annex 2
-3.2.2.2 When 2 aircraft are approaching head-on at the same level, each shall alter its course
to the right, maintaining a separation between them of 500m or more.
-3.2.2.3 When 2 aircraft are converging at the same level the pilot who sees from the cockpit the other aircraft on his left shall descend, while the pilot who sees the other aircraft on his right shall ascend.
-3.2.2.4 Overtaking of aircraft at the same level shall be made at a lateral distance of 500m or more to the right side of the aircraft being overtaken.
-3.3 Flight plans are required for all flights.
-4.1 Airspace is not divided into controlled and uncontrolled airspace. VMC are dictated by the
speeds of aircraft.
-4.6 An aircraft operating within an aerodrome tower control area with a cruising speed of 250kmh or less may fly at an altitude with a vertical clearance of not less than 100m above the highest obstacle.
CCAR 121.481 General
Approved Sleeping Area
refers to a place approved by CAAC authority and designated for crewmembers to have a good sleep.
Calendar Day
refers to the time in accordance with UTC or local time division, from 00:00 to 23:59;
Duty Period
refers to a consecutive period of time starting from the moment a crewmember reports for duty upon receiving flight tasks assigned by the certificate holder (exclude the time taken from his/her residence location or base to the report location) to the moment his/her duty is relieved. In the event of an operational delay within a duty time, sleeping time is not calculated as duty time if the crewmember can have a rest in a place where sleeping facility is available.
Rest Period
refers to a consecutive period of time starting from the moment a crewmember arrives at the rest place to the moment he/she leaves rest place for the next assignment. No certificate holder may arrange work for him or disturb his/her rest during the rest time. The time taken for his/her flight as an occupant for the completion of his/her assigned flight task between the residence base and duty location may not be included into the duty time of this duty period;
Operational Delay
refers to a delay due to such objective factors as bad weather conditions, airplane equipment malfunctions, ATC problems.
Captain:
A pilot who is ultimately responsible for the operation and safety of an aircraft during flight time, as specified by the certificate holder.
Crew Members:
Aircraft personnel who perform missions on an aircraft during flight, including flight crew members and cabin crews.
Flight Crew:
Refers to the pilots and flight mechanic who perform the tasks in the cockpit during the flight.
Flight Time:
Refers to the aircraft in order to take off and by their own power to start moving until the end of the flight to stop the time so far.
CCAR 61 Pilots Certification
CCAR 91 General Operating and Flight Rules
CCAR 121 Large Aircraft (<5.7t) Commercial Operations, <30 seats
CCAR 135 Business and Small Aircraft (>5.7t) Commercial Operations, >30 seats
Training: can be done one month before or after validity and will maintain the SAME date validity. Eg: Proficiency Check with validity date of November, can be done during October through December, but will maintain validity on November.
Proficiency Check: every 6 months (CCAR 121), 12 months (CCAR 61)
Recurrent Training: every 12 months
DGR, EMER training: every 24 months
English Proficiency Check Validity
Level 4, 3 years
Level 5, 6 years
Level 6, indefinite
Validity of License
Student, 2 years
CPL, ATP, 6 years
Type rate Instructor, 3 years
Join Date: Jan 2004
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Use google chrome with google translate. I had to have a computer. 73%. Puuuhaaa. I used that webpage and dauntless app. Real test is tricky. I'm sorry to say, but you have to have luck. Good luck!
Edit: Ahh. It's already answered. I only saw page 1. Sorry
Edit: Ahh. It's already answered. I only saw page 1. Sorry
Join Date: Sep 2018
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CAAC ATPL
Hi,
anyone has any new information about the ATPL written test?. Dauntless Aviation app, claims they have the latest bank questions and even a more updated bank than Feizhiyi, has anyone try it lately?.
thanks in advance for your input.
anyone has any new information about the ATPL written test?. Dauntless Aviation app, claims they have the latest bank questions and even a more updated bank than Feizhiyi, has anyone try it lately?.
thanks in advance for your input.
The exam is passable on the first attempt if you do your homework, but you will not get 100% as some of the questions are unintelligible. Around 60% will get through on the first go.The American origin is easy to spot in the regs with terms such as “flag carrier” being used and references to 4 engined piston aircraft.
Then exam is done on a computer and you get the result straight away, typically a question will have three multiple choice answers of which you can usually eliminate one straight away. Most candidates seem to be able to finish within the allocated time. Some useful points on flying in China are covered in the study material but it’s basically cram, regurgitate and forget. Any questions and answers you can remember will be appreciated by your agency to help future candidates.
Mobile phones and watches need to be left outside the exam room, smart watches give the opportunity for cheating.
Then exam is done on a computer and you get the result straight away, typically a question will have three multiple choice answers of which you can usually eliminate one straight away. Most candidates seem to be able to finish within the allocated time. Some useful points on flying in China are covered in the study material but it’s basically cram, regurgitate and forget. Any questions and answers you can remember will be appreciated by your agency to help future candidates.
Mobile phones and watches need to be left outside the exam room, smart watches give the opportunity for cheating.
Join Date: Feb 2017
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☝��What he said.
Used Dauntless. They do update the database almost weekly. The biggest plus for Dauntless is it’s offline capability. I used this and feizhiyi in tandem.
You’ve gotta put in the work. In my batch of about 20 people, only 4 failed. They all put in the time and effort.
Most of it is common sense, some of it (especially the regs ) are memorization and small number of questions are just gobbledygook.
Good luck.
Used Dauntless. They do update the database almost weekly. The biggest plus for Dauntless is it’s offline capability. I used this and feizhiyi in tandem.
You’ve gotta put in the work. In my batch of about 20 people, only 4 failed. They all put in the time and effort.
Most of it is common sense, some of it (especially the regs ) are memorization and small number of questions are just gobbledygook.
Good luck.
Join Date: Nov 2018
Location: Las Vegas
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App to pass
I used Dauntless and failed twice by 1 question; many questions on Dauntles were not on the exam and prepare for about 15 graph questions. Others that took it only used Feizhiyi and passed with good scores (and it was their first go at it). So I am studying to take it the 3rd time using Feizhiyi
.QUESTION FOR YOU: The gross gradients required in the second segment are? I put 2.4%, 2.7% and 3% as my answer. Dauntless says that is correct; but Feizhiyi says1.6%. 1.8% and 2.0% is correct. Any help with explanation? Thank you
Somebody ask before , but I can't find an answer. Is there a way to just go to china and write the exam or does one have to be affiliated to a company already ?
Any hints would be greatly appreciated !!!
Any hints would be greatly appreciated !!!
Their answer are the NET climb gradients (⅔).
Depends on what is being asked!
