Hiring tracking (opposite of furlough tracking)

Out of the three offers I Have, PSA seems to have the better work rules, tho not by much. Growth seems to be up in the air pending the merger. Big one for me is planning to move to clt so I can live in base while on reserve etc. Was told in the interview that one could expect their base of choice within six months. So commuting to tys or day out of clt will be much easier than commuting from phx until I can hold clt.
 
Ziggyfuzz said:
So they all bought themselves airline tickets, packed up and went home?
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Company pays for your tickets, positive space.

Its crazy though, less than 3 years ago we had guys with 10,000+ hours lining up. Now, the pickings are slim. Despite what some say because we fly jets and pay better than some t-prop operators we are pulling people in for interviews. But the interest isn't there. Everyone is going through the motions, the potential new hires are like "lol I probably got this job anyway"' to the point where guys are "forgetting" they're logbooks, or basically saying in the middle of the interview "I'm not interested if I don't get DEN or ORD right away." Many can't even brief an ILS approach. And its been this way for months now.

This info is coming from two different CA's I've flown with who've done interviews.
 
HVYMETALDRVR said:
Company pays for your tickets, positive space.

Its crazy though, less than 3 years ago we had guys with 10,000+ hours lining up. Now, the pickings are slim. Despite what some say because we fly jets and pay better than some t-prop operators we are pulling people in for interviews. But the interest isn't there. Everyone is going through the motions, the potential new hires are like "lol I probably got this job anyway"' to the point where guys are "forgetting" they're logbooks, or basically saying in the middle of the interview "I'm not interested if I don't get DEN or ORD right away." Many can't even brief an ILS approach. And its been this way for months now.

This info is coming from two different CA's I've flown with who've done interviews.
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Wow...well I have had 4 interviews and 4 offers but I took each one seriously, even if i was just going through the motions. I wanted to be in the position to tell them thanks but no thanks and pick my choice knowing there are only miniscule differences. I am one of those guys they said no thanks to 2.5 yrs ago....It aint me first rodeo, i am well qualified for each so the ones not getting me are missing out on a good employee. Anyway, i asked because I just thought the company would not be interested in sending them home under those circumstances.
 
Ziggyfuzz said:
Wow...well I have had 4 interviews and 4 offers but I took each one seriously, even if i was just going through the motions. I wanted to be in the position to tell them thanks but no thanks and pick my choice knowing there are only miniscule differences. I am one of those guys they said no thanks to 2.5 yrs ago....It aint me first rodeo, i am well qualified for each so the ones not getting me are missing out on a good employee. Anyway, i asked because I just thought the company would not be interested in sending them home under those circumstances.
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Supply vs Demand... Not all the candidates are bad by any means. But it's not the strong candidate pool it was just a few years ago.
 
HVYMETALDRVR said:
Supply vs Demand... Not all the candidates are bad by any means. But it's not the strong candidate pool it was just a few years ago.
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Strong candidate pool.... As in the 350hrs - 650hrs total time hiring spree the regionals were picking up "just a few years ago" due to "Supply vs Demand"????? ROFLMAO:bounce: .... Haha!

I wouldn't call it strong.
 
ScorpionStinger said:
Strong candidate pool.... As in the 350hrs - 650hrs total time hiring spree the regionals were picking up "just a few years ago" due to "Supply vs Demand"????? ROFLMAO:bounce: .... Haha!

I wouldn't call it strong.
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Wrong. 15,000-20,000hr RJ, corporate, mainline, cargo guys. Nice try though.

My class in early 2012 had 2 guys with less than 1500, one was furloughed from AE with E145 time, the other a CFI. The other 18 had turbine experience ranging from 2500 to 17000 flight hours.

Although its happened we've rarely hired guys with less than 700, most had internal recs.
 
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With those types of experience, why is the pool not strong? Are the guys complacent because of their experience, or lackadaisical due to the naure of going back to the bottom?
 
HVYMETALDRVR said:
Wrong. 15,000-20,000hr RJ, corporate, mainline, cargo guys. Nice try though.

My class in early 2012 had 2 guys with less than 1500, one was furloughed from AE with E145 time, the other a CFI. The other 18 had turbine experience ranging from 2500 to 17000 flight hours.

Although its happened we've rarely hired guys with less than 700, most had internal recs.
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me too HVY....my April 2012 class at shuttle had 33 guys, all but 5 were prior 121 and 3 of those were 135(metro's and caravans), of the 2 that weren't both had 3000+ and ATPs.

hours ranged from 900-15000 with international heavy time, most were colgan, AE, comair furloughs and a dash of ex-midwest guys (who were extremely thrilled to be there)

average TT was around 2000-4000 hrs, only two guys had below 1500 and they were AE furloughs from the 145, highest time guy was furloughed ryan international 76 driver with 15,000 tt

what I hear now, is that most classes are mostly former CFI's...not much prior 121 or 135
 
Ziggyfuzz said:
With those types of experience, why is the pool not strong? Are the guys complacent because of their experience, or lackadaisical due to the nature of going back to the bottom?
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If you read what CFIT said this is pretty much from when we first started hiring post recession (mid 2010) until the end of 2012 when the system was still chock full of high time furloughed guys short on work.

Now things have tightened up and it's a different story, but we were a preferred regional for awhile there bc of our 170s and 190s despite our still substandard contract.

Even now were still turning a lot people down in the interview.
 
Personally I have no idea how republic keeps getting all this extra flying when they still can't staff what they have.

Sent from my Nexus 7 using Tapatalk 2
 
Maurus said:
Personally I have no idea how republic keeps getting all this extra flying when they still can't staff what they have.

Sent from my Nexus 7 using Tapatalk 2
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From what I read on another thread, RAH *is* getting full jet classes...with the Q being its own ball of wax..
 
upup89 said:
If true, I assume that would spell the end of the Q400 as a UAX aircraft.
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The bottom line is United wants passengers to buy tickets. If United doesn't have a flight to offer, then passengers do not have tickets to buy. If United axed the RAH Q contract, then that capacity will have to be covered. The question is- how long will it take to get it covered? If that question can be answered, then a lot of other questions can be, as well.

block30 said:
So what is the threat here? Who is going to take the Q and make it work? Or are they just gonna dump the Q and replace it with jets? Thanks.
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Good question. Bad time for things like this to happen.
 
falconvalley said:
The bottom line is United wants passengers to buy tickets. If United doesn't have a flight to offer, then passengers do not have tickets to buy. If United axed the RAH Q contract, then that capacity will have to be covered. The question is- how long will it take to get it covered? If that question can be answered, then a lot of other questions can be, as well.
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Yea, I absolutely agree with you there. I'm just not sure United would want to stomach another operator getting into the Q400 business. I don't know what the availability of some XJT 145's would be but to me that would look like a more attractive option although I'm not too familiar with what the scope implications would be.
 
upup89 said:
Yea, I absolutely agree with you there. I'm just not sure United would want to stomach another operator getting into the Q400 business. I don't know what the availability of some XJT 145's would be but to me that would look like a more attractive option although I'm not too familiar with what the scope implications would be.
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I keep hearing the Q400 is horrible. Not having any direct experience with it, I can't compare it to anything but United's management seemed to think it was worth a go with RAH. Do these issues scare United from the Q400 itself?? I would say at best there's a 50% probability. If, say United's hull experts were ignorant to the Q being the main issue, they sure as heck shouldn't be now! This doesn't mean much more than rumor, but I have heard that Bombardier has been on the Line and pointing out procedures and policies that are not good for the program. If United hasn't already referenced a carrier that has had more success with the airplane, they are nuts if it is, in fact, the airplane that is the problem. I have doubts. We have a huge staffing problem, also.
 
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