DHL Leipzig Interview
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DHL Leipzig Interview
Does anyone have any information regarding DHL interviews. Questions asked, feedback etc. Have one coming up soon and would appreciate any help.
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Well, even though I'm already flying for 10 years I would be more than happy to accept a job like this as these companies offer a package that perfectly suits a private life and many friends do confirm this by working for this company.
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Papi is just another one of those bitter Pprune poster boys
Just to rub salt in your wounds...
260 hours first job wide body jet...
self funded modular studies whilst holding down a perfectly good full time job!!!
Just to rub salt in your wounds...
260 hours first job wide body jet...
self funded modular studies whilst holding down a perfectly good full time job!!!
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DHL Air Interview is straight forward but depends on the level of the interviewee's experience.
Usuall HR + a F/O who has been doing this job for a couple of years.
Don't discount him as they take his view seriously in the office.
Some experienced Captains have fallen foul of him.
Once the interview is over and all the written tests completed (Physco etc) the next stage is a simulator test lasting about 30 mins. Again the content varies upon the level of experience. You might meet the F/O again at this stage.
Would be able to give better info if I knew the experience level of the applicant.
If 350 hours per year (Max) suits you and you are not trying the commuting to Leipzig route its a good life and reasonably well paid.
T&C's not good but better than some.
Usuall HR + a F/O who has been doing this job for a couple of years.
Don't discount him as they take his view seriously in the office.
Some experienced Captains have fallen foul of him.
Once the interview is over and all the written tests completed (Physco etc) the next stage is a simulator test lasting about 30 mins. Again the content varies upon the level of experience. You might meet the F/O again at this stage.
Would be able to give better info if I knew the experience level of the applicant.
If 350 hours per year (Max) suits you and you are not trying the commuting to Leipzig route its a good life and reasonably well paid.
T&C's not good but better than some.
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Things are improving on the commuting front as some F/O's and Capt's are returning to EMA.
But the jump seats are at a premium at the weekend in both directions, with EMA based crews having priority.
Also there are "Nomads" who currently commute from different European cities.
Any jump seats remaining are alocated to commuters on a first come first served basis.
The good point is that the rosters are usually out sufficiently in advance (4-6 weeks) to book cheap LoCo tickets from Easy or Ryanair.
Berlin and Altenburg are the nearest destinations with rail or bus to Leipzig.
HR will tell you commuting is possible but that you are responsible for being at LEJ for Standbys and Duty.
Under the Fatigue Risk Management System (FRMS) long distance commuting immediately prior to operating is frowned upon, but is possible.
Bear in mind the roster may show a single or two sector night on night 1, but could easily turn into a three or four sector night due to network changes.
Expect frequent airport standby's and home standby's being upgraded to airport at short notice. Airport is 45mins to wheels up and home 90mins.
Flight Duty pay LEJ based about £300 per month, with about 25-35 flying hours, so expect a lot of waiting about in the crew room at LEJ between sectors.
Hope this helps.
PM has been replied to.
But the jump seats are at a premium at the weekend in both directions, with EMA based crews having priority.
Also there are "Nomads" who currently commute from different European cities.
Any jump seats remaining are alocated to commuters on a first come first served basis.
The good point is that the rosters are usually out sufficiently in advance (4-6 weeks) to book cheap LoCo tickets from Easy or Ryanair.
Berlin and Altenburg are the nearest destinations with rail or bus to Leipzig.
HR will tell you commuting is possible but that you are responsible for being at LEJ for Standbys and Duty.
Under the Fatigue Risk Management System (FRMS) long distance commuting immediately prior to operating is frowned upon, but is possible.
Bear in mind the roster may show a single or two sector night on night 1, but could easily turn into a three or four sector night due to network changes.
Expect frequent airport standby's and home standby's being upgraded to airport at short notice. Airport is 45mins to wheels up and home 90mins.
Flight Duty pay LEJ based about £300 per month, with about 25-35 flying hours, so expect a lot of waiting about in the crew room at LEJ between sectors.
Hope this helps.
PM has been replied to.
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What sort of experience do guys have attending these interviews, are they taking Type Rated 757 767 crew only, or is this a cadet entry interview. I believe they have taken guys in the past direct from an FTO?
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Thanks DD.
Council Van - I appreciate that you might have missed another opportunity by holding out for a DHL position, but if we are to make our profession a prestigious one again (as per another topic) let's start acting together and not just think about ourselves all the time.
In other words be happy for the unfortunate Globespan guys who have DHL interviews coming up.
Council Van - I appreciate that you might have missed another opportunity by holding out for a DHL position, but if we are to make our profession a prestigious one again (as per another topic) let's start acting together and not just think about ourselves all the time.
In other words be happy for the unfortunate Globespan guys who have DHL interviews coming up.
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Council Van - I was made redundant in July 2008 when the downturn was just beginning and I haven't worked since! Is that enough to make you feel a little more positive?
Oh, and not forgetting that my Employer's Contract stated that even in the case of redundancy I had to repay my bond which had two thirds of it remaining!
Even given the above I know that there are almost certainly pilots out there that are far worse off than I.
Oh, and not forgetting that my Employer's Contract stated that even in the case of redundancy I had to repay my bond which had two thirds of it remaining!
Even given the above I know that there are almost certainly pilots out there that are far worse off than I.
Last edited by RAFAT; 14th Jan 2010 at 16:24.
Good luck to you all in your applications to DHL - honestly have no idea what recruiting is happening. DD is quite right - if you can 1. make the commuting work (or relocate to Leipzig) 2. don't expect to amass hours quickly. 3. can cope with frequent changes then come on in, the water's lovely! Freight is not everyone's cup of tea, but short, busy sectors to some nice destinations, good colleagues, job security pretty good and long haul flying available.......
Suits me fine!
DH
Suits me fine!
DH
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Spoke to the Chief Pilot recently.
Type rated pilots first.
Those with Jet experience next.
Maybe and its a BIG maybe some Cadets later.
Those in the holding pool and not type rated come in the second category, and before new hires.
The type rated first principle is simply a cost effective way of getting people in, with the added advantage that the training time span is shorter, and cost effective.
I endorse DD, if you plan to commute its the hard option, and always have a LoCo ticket incase you cant jumpseat.
Those out there looking who have experience, dont rely upon BALPA or other job finders, keep plugging away, there are a very few jobs out there even in the UK.
If the familly can bear it try the sandbox !!!
For those leaving training I know several of you and its been hard, but dispite what has been posted on this site by several wallies, the only route open to you is the SSTR but only if there is a firm job at the end of the training.
You are NOT reducing the T&C's or driving down standards, you will fill the vacancies that are there and reduce the airlines costs, which in turn may help the airlines weather this storm.
My sympathies are with those who have experience and have been out on the heap for some time, I went through the same problems in the early 80's
Where less experienced pilots were recruited before those with several hundred / thousand hours.
Hang in there, its easy to say that when like me you are employed but, I can assure you things will change, it did for me but I had to go back to airtaxi first just like many to keep current and feed myself.
Even then I had to pay my own rating and no pay until licence endorsed.
So this SSTR is not a new happening, its been there for many years just not so out in the open.
PM if advice or help needed
Type rated pilots first.
Those with Jet experience next.
Maybe and its a BIG maybe some Cadets later.
Those in the holding pool and not type rated come in the second category, and before new hires.
The type rated first principle is simply a cost effective way of getting people in, with the added advantage that the training time span is shorter, and cost effective.
I endorse DD, if you plan to commute its the hard option, and always have a LoCo ticket incase you cant jumpseat.
Those out there looking who have experience, dont rely upon BALPA or other job finders, keep plugging away, there are a very few jobs out there even in the UK.
If the familly can bear it try the sandbox !!!
For those leaving training I know several of you and its been hard, but dispite what has been posted on this site by several wallies, the only route open to you is the SSTR but only if there is a firm job at the end of the training.
You are NOT reducing the T&C's or driving down standards, you will fill the vacancies that are there and reduce the airlines costs, which in turn may help the airlines weather this storm.
My sympathies are with those who have experience and have been out on the heap for some time, I went through the same problems in the early 80's
Where less experienced pilots were recruited before those with several hundred / thousand hours.
Hang in there, its easy to say that when like me you are employed but, I can assure you things will change, it did for me but I had to go back to airtaxi first just like many to keep current and feed myself.
Even then I had to pay my own rating and no pay until licence endorsed.
So this SSTR is not a new happening, its been there for many years just not so out in the open.
PM if advice or help needed
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DayDreamer stated:
Flight Duty pay LEJ based about £300 per month, with about 25-35 flying hours, so expect a lot of waiting about in the crew room at LEJ between sectors
When you say Flight Duty pay , is that your total pay/salary or is there something else??? If not what is the normal pay for that job??
Just Wondering.
BBfive
Flight Duty pay LEJ based about £300 per month, with about 25-35 flying hours, so expect a lot of waiting about in the crew room at LEJ between sectors
When you say Flight Duty pay , is that your total pay/salary or is there something else??? If not what is the normal pay for that job??
Just Wondering.
BBfive
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Usual pay Circa £50000
The figure quoted was in addition some call it Per Diem others flight pay.
£2.50 per hour on duty.
Loss of licence, Private health etc and pension in addition.
The figure quoted was in addition some call it Per Diem others flight pay.
£2.50 per hour on duty.
Loss of licence, Private health etc and pension in addition.