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My understanding of flow is that you get a class without an additional interview. If that was the case and the parent company could refuse to take the problem children, and you started as a true new hire, I could see where that would have the support of the Ual pilots and could attract and retain pilots. If United were to offer flow rather than an interview wouldn’t it make more sense to try to offer it at companies that fly the larger jets rather than those with 50 seat jets? If the purpose of flow is to protect feed, wouldn’t they protect the feed they want to keep (big rj’s) and not the feed that they want replaced with bigger planes, either mainline or more big rj's. Still confused on what ExpressJet has to offer that couldn’t be obtained at another airline. I don’t see mainline giving up any scope relief and there are no more large rj’s to be had unless they introduce another mainline narrow body fleet.

Thanks for the info.

I’ve had some friends not get through the CPP interview for whatever reason, so my info from them might be a little skewed in the negative direction (I totally understand).

I certainly don’t speak for everyone at UAL, but for me and many of my friends who came from years at the regionals, we’re constantly scratching our heads in wonder of what the plan is. They change their hiring numbers with us constantly and it’s frustrating to see great people passed over, or hiring delayed. The next wave always seems to be just around the corner. Best of luck to my ASA/XJT peeps. You deserve the best.

Quote:

Originally Posted by John Carr (Post 2561178)

XJT was roughly a 80% shoot down rate at first. Last I heard, tapered off to about 50%. No clue on the guys getting their round 2 chance. I just “heard” it’s not very good as well. Shame, STILL a lot of good/qualified pilots getting turned down.

To date, I believe it’s still under 200 from XJT have made it over via the CPP, with roughly the same amount in the CPP pool.

XJT Pilots that filled the classes this year ranged from late 2000 to early-mid COEX/XJT hire dates. Many of them interviewed about 18 months before going to class.

There was a UAL thread that had a snapshot of Commutair, I belive for their guys (at that time) it was roughly 3 years from Commutair hire to class at UAL.

When/if classes resume in the fall, those COEX/XJT hire dates will start to go to 2004 hires. Naturally, a gap in hire dates from the 2001 furloughs/flow backs and hiring resumed, etc.

Those 2004 hires will have pretty much interviewed 2 years before class date.

I know some very good FO's who went over to the ERJ side and failed the Hogan.
Mid 2000 hires??? Seriously?? Why would anyone stay here much less come here for that crap?? Go over to Commutair and get there in 1/4 the time.
I don't see UAL doing anything until 145's start getting parked because there are no pilots to fly them. Even then, maybe not.

Quote:

Originally Posted by Blackhawk (Post 2561035)

What else are you going to do stuck at RIC during an IROP but look at the APC forums?

Now that I can empathize with.

Quote:

Originally Posted by Itsajob (Post 2561186)

If United were to offer flow rather than an interview wouldn’t it make more sense to try to offer it at companies that fly the larger jets rather than those with 50 seat jets? If the purpose of flow is to protect feed, wouldn’t they protect the feed they want to keep (big rj’s) and not the feed that they want replaced with bigger planes, either mainline or more big rj's. Still confused on what ExpressJet has to offer that couldn’t be obtained at another airline. I don’t see mainline giving up any scope relief and there are no more large rj’s to be had unless they introduce another mainline narrow body fleet.

All your questions could be answered by those at Willis Tower.

But sit on this for a second; up until the recent MESA CPP, the CPP was for carriers that only fly UAX. XJT, Commutair, and the recent addition of AWAC. Naturally, XJT being the biggest of the 3. Also, all 3 flying nothing larger than 50 seat jets.

The "bigger" regional flying the "bigger jets/RJ's" (ahem, SkyWest/RAH) flies multiple paint jobs.

Again, ask Willis Tower why MESA was recently let into the CPP fold.

Quote:

Originally Posted by McNugent (Post 2561198)

Agreed. I know many of those people that were turned down as well.

Quote:

Originally Posted by Blackhawk (Post 2561206)

True. It's amazing that the CPP is considered a draw or a reason to go to XJT.

Th CPP does not guarantee an interview. It guarantees a chance to take the Hogan. Some of the best pilots and humans I know at XJT have been kicked out of the CPP for failing the Hogan not once, but twice.

It really is a joke. Success rates are well below 50%. One of these days, the pilot hiring department will fall of their high horse and be begging for new hires.

The most recent class at UAL (March 6th) had 2004 hires from XJT.
(CPP guys)

Quote:

Originally Posted by PhantomHawk (Post 2561387)

The most recent class at UAL (March 6th) had 2004 hires from XJT.
(CPP guys)

I stand corrected, thanks.

Were there any in the second Feb class?

Those 2004 hires in March must have just scratched the surface.

A flow will also have a commitment requiring a certain number of hires from the regional carrier. Otherwise, it’s too easy for mainline to bypass candidates from the flow.

That said, it should be easy to add additional requirements to qualify for the flow, beyond just being hired at the regional.

In the past few years United has changed their mind so many times that I’ve lost count. Buying 65 737-700’s and growing to 16,000 pilots, changing and putting off orders and deliveries, increasing utilization, parking the 747 early and the effect that had on training and hiring, etc. My guess is that more changes are on the way and flow or any particular regional feed isn’t top of the list. Either way with the section 6 negotiations underway I would not expect any credible info to be released until a contract is signed. Until then all we’ll hear is leaks or rumors from both sides in an effort to sway opinion. I do think that Oscar has a more long term business plan in mind than previous managers who seemed to focus more on shorter term investor appeasement. For this I’m cautiously optimistic.