DHL 777 recruitment
Joined: Oct 2007
Posts: 236
Likes: 146
From: Uk
No one is finishing their secondment yet....it was for a year and no one has been there more than a few months .
Last edited by sorvad; 26th February 2026 at 10:00.
Joined: Mar 2018
Posts: 71
Likes: 4
From: The North
Yea, the Norse lot will be back in August, and for context only sub ten pilots are doing the BA secondment, only 5 or so to TUI and I think 7 went to norse. Not big numbers in the grand scheme of things, and most (not all) went to get hours as they didn't have too many in the first place - good move, others went due to living near Gatwick or LHR etc. Both 767 and 777 rosters are fairly quiet while we wait for the deliveries which finally look like they'll be soon. But even historically, it was hard to do more than 400hrs at DHL. 767 fleet just announced more routes, Shanghai, Bangkok, Mumbai, Hanoi and Singapore. I'm sure there will be more routes to come on the 777 too. Happy workplace full of good guys, another payrise to come in April. Riyadh might poach some of the experienced guys back to the sandpit but attrition is very low.
Joined: Jan 2008
Posts: 46
Likes: 1
From: Happy Valley
I suggest like with every job application do your due dilligence! DHL have struggled to adjust from a short/medium haul freight operation to accommodate the 777. Be prepared for considerably more hours positioning around the world instead of sitting in an operating seat, the record is well over 20 hours without access to a bunk which is needed for the operating crew. If you are a commuter factor in the vast amount of standby duties, often allocated at the very last minute, that require you to pay for a hotel room near East Mids. The atmosphere here has changed significantly with recent senior management appointments, there are some good guys here but this is not a company that listens to its employees and recent events have shown that an old school bully culture is alive and well here.
Joined: Jul 2008
Posts: 1
Likes: 3
From: Cranfield
I’ll be honest and say I agree with a lot of what’s been written above, and I think people considering applying deserve a realistic picture rather than just the recruitment narrative.
The transition from a short/medium-haul freight mindset to operating a long-haul 777 has been challenging, and that shows in day-to-day life. Positioning is a significant part of the operation and there are occasions where crews spend very long periods travelling before or after duty with limited facilities. If you’re expecting traditional long-haul passenger-style rest and positioning, you may be disappointed.
For commuters, standby is something you need to think hard about. Short-notice allocations do happen and it can mean extra cost and stress trying to stay close to EMA waiting for a call. Some people manage it fine — others find it quickly wears thin.
On command progression: a lot of people joined with a very strong impression that upgrades were around the corner. The reality has not matched those expectations. Promotions have been far slower than many were led to believe, and it’s no secret that some good people are now leaving as a result.
Accommodation downroute is variable at best. There are decent layovers, but there are also places where standards are low and the choice of hotels seems driven almost entirely by cost. Hotels are often described internally as “eye-watering” in price, which inevitably gives the impression that crew wellbeing is viewed primarily as an expense to be controlled rather than an investment in the people operating the aircraft.
Fatigue and reporting are probably the most sensitive subjects. The system exists, but many crews would say that raising fatigue doesn’t always feel like a supportive process. Whether that’s culture, perception or both, it’s something applicants should be aware of.
None of this means the job is all bad — there are good crews and good flying — but anyone joining should do so with open eyes and realistic expectations. Speak to people currently doing the job, not just those selling it.
The transition from a short/medium-haul freight mindset to operating a long-haul 777 has been challenging, and that shows in day-to-day life. Positioning is a significant part of the operation and there are occasions where crews spend very long periods travelling before or after duty with limited facilities. If you’re expecting traditional long-haul passenger-style rest and positioning, you may be disappointed.
For commuters, standby is something you need to think hard about. Short-notice allocations do happen and it can mean extra cost and stress trying to stay close to EMA waiting for a call. Some people manage it fine — others find it quickly wears thin.
On command progression: a lot of people joined with a very strong impression that upgrades were around the corner. The reality has not matched those expectations. Promotions have been far slower than many were led to believe, and it’s no secret that some good people are now leaving as a result.
Accommodation downroute is variable at best. There are decent layovers, but there are also places where standards are low and the choice of hotels seems driven almost entirely by cost. Hotels are often described internally as “eye-watering” in price, which inevitably gives the impression that crew wellbeing is viewed primarily as an expense to be controlled rather than an investment in the people operating the aircraft.
Fatigue and reporting are probably the most sensitive subjects. The system exists, but many crews would say that raising fatigue doesn’t always feel like a supportive process. Whether that’s culture, perception or both, it’s something applicants should be aware of.
None of this means the job is all bad — there are good crews and good flying — but anyone joining should do so with open eyes and realistic expectations. Speak to people currently doing the job, not just those selling it.
Joined: Sep 2023
Posts: 296
Likes: 176
From: newbury
Valid points , for and against .
It’s always seemed highly inefficient in terms of positioning crews here, there and everywhere , splitting crews ( rarely go round the world as one unit ).
Very limited and should I be so bold, boring routes . 21 hrs in Shanghai. 5 days of standby in HK .21 hrs in LA etc … everything is China focused .
Never , ever join a company based on “ you’ll get a quick command “. That’s naivety personified .
That said , DHL I believe is a good employer and I have no axe to grind with management .
It’s always seemed highly inefficient in terms of positioning crews here, there and everywhere , splitting crews ( rarely go round the world as one unit ).
Very limited and should I be so bold, boring routes . 21 hrs in Shanghai. 5 days of standby in HK .21 hrs in LA etc … everything is China focused .
Never , ever join a company based on “ you’ll get a quick command “. That’s naivety personified .
That said , DHL I believe is a good employer and I have no axe to grind with management .
Joined: Jan 2006
Posts: 44
Likes: 0
From: uk
Always funny reading comments on this thread from the start to the end. Dhk probably will never be the best airline but it will be far from the worst. Most pilots know the passenger world and legacy airlines. I suspect most of the joiners in 2021-2023 had next to zero knowledge of freight let alone Dhk it was more a case of no job after covid and wanted one.
As for the interviews there’s plenty of gen out there and pointers. As is mentioned above, they loo for knowledge of the airline and the big dhl world. Why ? It’s kinda old school they want the right person for the job not prima Donna’s. This airline is not a 5 star middle Eastern legacy carrier so don’t expect that flying freight. To dhl were glorified truck drivers and they own the airline. There’s no rigid schedule for flights same day same destination , there’s a basic plan but if loads change the bigger picture will move the jets to move the freight.
You choose to live 4hour drive from your work place then it’s not the airlines problem, but equally if you can make it work great. Dhk has always been a yes airline, the lot in Bonn ask can you do x,y,z then Dhk will say yes and worry how they do it whereas all the partner airlines will see how they do it first. Example, in Covid sister airlines got asked to do flights to Miami replied three weeks, Dhk said yes and 48hrs later the first went.
As for all the over crewed under crewed stuff above, Bonn told Dhk to crew for 5 more 777 Dhk did you carnt blame the airline when said jets are delayed due to the conversion. Which leads to the big thing fro Dhk, it’s been way over crewed for 18 months on some fleets but what have they done? They’ve paid the pilots regardless, some have had a lot of time doing not a lot. They’ve offered unpaid leave secondments etc to those that want it, but every pilot still has a job and is still paid.
It will never be a perfect place, if your opened minded to a lot of changes outside there control, have the can do to just get on with it then it’s a great place with some great people yes some odd ones arrived with the initial big expansion for the 77 arrived but natural selection has removed them from the pool and it’s settleing back to how it’s always been - come in, do the job, see the world have a laugh and go home. Never max flying hours place never has been, the old 76 networks maybe 600 a year, 75 200 a year. Nice hotels, time down route etc. again if you expect flying boxes to be like flying for a 5 star Middle Eastern airline your in for a shock, if you think this outfit is bad for flying boxes, go to some of the other feeders Atlantic, swift, cargo air etc and see the difference.
I shall leave this post with a couple of thoughts, if you know the seniority list here you’d know generally most either last 2 years or they are here for the long term ( yes we lost a lot when the 75 went to Austria, and a lot of newbies with the 76/77 expansion, look at the list prior to Austria people are here forever) and the final biggie. Dhl air uk started in 2001 despite the ups and downs at the airline and the world in general not one single pilot has ever been laid off in 25 years now show me any airline on the planet than can match that, their May be some but in my 20+ years here I do not know of a any other airline that has that reputation. Dhk bends over backwards to offer options such as ba, one air, tui, dhl Bahrain or you get standbys or reserve but they have never laid a pilot off. I suspect any other airline that has an open ended delay of 18plus months to 5 x 777 due that they had crewed for would of opened the door and sent a couple of hundred pilots down the road….
As for the interviews there’s plenty of gen out there and pointers. As is mentioned above, they loo for knowledge of the airline and the big dhl world. Why ? It’s kinda old school they want the right person for the job not prima Donna’s. This airline is not a 5 star middle Eastern legacy carrier so don’t expect that flying freight. To dhl were glorified truck drivers and they own the airline. There’s no rigid schedule for flights same day same destination , there’s a basic plan but if loads change the bigger picture will move the jets to move the freight.
You choose to live 4hour drive from your work place then it’s not the airlines problem, but equally if you can make it work great. Dhk has always been a yes airline, the lot in Bonn ask can you do x,y,z then Dhk will say yes and worry how they do it whereas all the partner airlines will see how they do it first. Example, in Covid sister airlines got asked to do flights to Miami replied three weeks, Dhk said yes and 48hrs later the first went.
As for all the over crewed under crewed stuff above, Bonn told Dhk to crew for 5 more 777 Dhk did you carnt blame the airline when said jets are delayed due to the conversion. Which leads to the big thing fro Dhk, it’s been way over crewed for 18 months on some fleets but what have they done? They’ve paid the pilots regardless, some have had a lot of time doing not a lot. They’ve offered unpaid leave secondments etc to those that want it, but every pilot still has a job and is still paid.
It will never be a perfect place, if your opened minded to a lot of changes outside there control, have the can do to just get on with it then it’s a great place with some great people yes some odd ones arrived with the initial big expansion for the 77 arrived but natural selection has removed them from the pool and it’s settleing back to how it’s always been - come in, do the job, see the world have a laugh and go home. Never max flying hours place never has been, the old 76 networks maybe 600 a year, 75 200 a year. Nice hotels, time down route etc. again if you expect flying boxes to be like flying for a 5 star Middle Eastern airline your in for a shock, if you think this outfit is bad for flying boxes, go to some of the other feeders Atlantic, swift, cargo air etc and see the difference.
I shall leave this post with a couple of thoughts, if you know the seniority list here you’d know generally most either last 2 years or they are here for the long term ( yes we lost a lot when the 75 went to Austria, and a lot of newbies with the 76/77 expansion, look at the list prior to Austria people are here forever) and the final biggie. Dhl air uk started in 2001 despite the ups and downs at the airline and the world in general not one single pilot has ever been laid off in 25 years now show me any airline on the planet than can match that, their May be some but in my 20+ years here I do not know of a any other airline that has that reputation. Dhk bends over backwards to offer options such as ba, one air, tui, dhl Bahrain or you get standbys or reserve but they have never laid a pilot off. I suspect any other airline that has an open ended delay of 18plus months to 5 x 777 due that they had crewed for would of opened the door and sent a couple of hundred pilots down the road….
Last edited by speedtapeking; 27th February 2026 at 12:25. Reason: Format
Joined: Sep 2000
Posts: 152
Likes: 0
From: The Back of Beyond
Christ on a bike! Ever heard of the 'return/enter' button on the keyboard?
In all seriousness, I very nearly joined DHL in EMA on the 777 as a DEC early days, in 2021. I had many Cathay mates who did go, and by all accounts, they're very happy. I do regret not doing it. I bailed from the sinking ship that became CX, and went elsewhere in Asia. But DHL UK sounds like a good gig, considering the state of the industry.
Having flown cargo with CX on the jumbo for several years, I was well in tune with the freight dog life, and happy with it.
However, considering the state of Europe and the UK at the moment, part of me is glad to be sitting on a beach in Asia working for a legacy airline out here, albeit as a second class citizen.
Every cloud...
In all seriousness, I very nearly joined DHL in EMA on the 777 as a DEC early days, in 2021. I had many Cathay mates who did go, and by all accounts, they're very happy. I do regret not doing it. I bailed from the sinking ship that became CX, and went elsewhere in Asia. But DHL UK sounds like a good gig, considering the state of the industry.
Having flown cargo with CX on the jumbo for several years, I was well in tune with the freight dog life, and happy with it.
However, considering the state of Europe and the UK at the moment, part of me is glad to be sitting on a beach in Asia working for a legacy airline out here, albeit as a second class citizen.
Every cloud...
Joined: Jan 2025
Aviation Qualifications: SLF
Posts: 166
Likes: 137
From: Mars
Joined: Sep 2022
Aviation Qualifications: ATPL
Posts: 328
Likes: 183
From: Perpetually circling OCK for some reason
Joined: Jan 2018
Posts: 26
Likes: 2
From: Chicken Town
I’m guessing there maybe a few triple drivers in the warmer climes wondering at the moment if the tax free benefits outweigh the incoming ordnance.
Now regarding the “ never made anyone redundant “ statement. I do recall a little episode when a few volunteers went to Bahrain for a start up that didn’t really pan out. Upon the winding up of the venture I believe the said volunteers weren’t exactly welcomed back. Not directly made redundant from the father land, but nonetheless I don’t think it left a warm fuzzy feeling for those involved.
I could of course be completely wrong about the details , I wasn’t there man.
It is however, an incredibly stable company for all its employees, so good that back in the day, pilots would joint lease flats in the LEJ and effectively hot bed there stby’s.
Now regarding the “ never made anyone redundant “ statement. I do recall a little episode when a few volunteers went to Bahrain for a start up that didn’t really pan out. Upon the winding up of the venture I believe the said volunteers weren’t exactly welcomed back. Not directly made redundant from the father land, but nonetheless I don’t think it left a warm fuzzy feeling for those involved.
I could of course be completely wrong about the details , I wasn’t there man.
It is however, an incredibly stable company for all its employees, so good that back in the day, pilots would joint lease flats in the LEJ and effectively hot bed there stby’s.
Joined: Jun 2010
Posts: 243
Likes: 1
From: UK
Yep. A full 4 day recurrent on my type is around 80k USD… madness
According to their website they accept EASA Licences if the candidate fulfills the EASA to UK CAA conversion routes as listed on the CAA website.
In my case the LST after the new CAA Type (eg 777 for DHL) would open my previous UK licence and licence number.
According to their website they accept EASA Licences if the candidate fulfills the EASA to UK CAA conversion routes as listed on the CAA website.
In my case the LST after the new CAA Type (eg 777 for DHL) would open my previous UK licence and licence number.
Joined: Dec 1999
Posts: 1,171
Likes: 119
From: uk
I guess the only way to find out is to apply and see where it goes. Reminder that you'll need a UK medical. Don't know when your last one was; I believe that up to five years you can do a renewal, after that it's a renewal that's like an initial but not quite: "If your certificate expired more than 5 years before your application to renew it, the renewal examination must be carried out at an AeMC, following the process for initial issue but with the fitness assessment based on revalidation requirements".
Good luck, anyway
Good luck, anyway