Oh and he said the hiring pool had been drained and assigned class dates. Anyone confirm? Half probably went somewhere else by this point

 

Who was stating that the pool was empty?

 

Half huh? Where did they go? Delta hasn’t run a class in a few months and AA is impossible unless you are at a wholly owned. I don’t think anyone in our pool would go to NK, F9, G4, B6, or AS.......you think half of UAs pool went to UPS, FedEx and SW?

 

I just got an interview date, and I'm curious about demand for different types and bases (assuming all goes well).

Typically, what airframes are more desirable? Given that it looks like it's probably either 737 or A320, why would someone take one vs. the other.

As for bases, I assume you just take the one that provides the shortest commute, assuming you have a choice? Any guess how long it takes to get transferred to a different base? IAH would be ideal for me, as it's by far the closest. EWR, SFO, and LAX are going to be an all day commute, I assume most people get out of that ASAP.

 

Shortest commute, time to hold a line, etc.

SFO is junior because it has a lot of red eyes.

As far as the 737 vs Bus. I’ve been told the 737 has better overnights, but you pay for that privilege by having to fly it.

The Bus is a nice ride, but if you’re coming from a regional the job my not look much different except for the paycheck you’ll be getting.

 

does the airbus or the 737 have a quicker time to hold a line? Whats so bad about the 73?

 

Airbus FO seems to be more junior in most bases but we are talking 5-10% more junior so you may hold a line faster on the Airbus or it may be a wash. It depends on the base you’re after.

If you’re a tall one, the 737 can be pretty tight to get in and out of. If you’re 6’ or taller you won’t be able to stand upright. It’s also loud up front at 330 knots. The 737-8s&900s are geometrically limited due to their length and short gear so approach speeds are up ~ 25kts faster than a 737-700. That affects landing distance of course. ...and if you’re really not careful they can approach tail strike angles during takeoff and landing. That’s about it. It’s a good jet though.

My 2¢

 

This question has been discussed many times before so it is possible to search the forum and find answers, but I will add another 2 cents anyways.

First I need to point out that I'm a EWR 320 Captain so I'm biased. I completed captain training in April of this year. My stick partner was a February hire. She is holding a 79 hour line with 16 days off and has layovers in Mexico City and Las Vegas. The new hires from her class that chose EWR '73 are still on reserve.

Now having said that I will add that these types of movements are highly fluid and change month to month depending on retirements and deliveries. The most important question is where do you plan on living longterm as that defines a lot of parameters not the least of which is the question of whether or not you think you might be commuting for your whole career and if so from where.

 

EWR 320 is the only category that has a large disparity between the Bus and 73 at the same base. It'll fix itself soon. More importantly, pilots hired since Apr 2017 are (except SFO), generally, still on reserve.

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Jan/Feb/March/April 2017 hires 737 EWR were still sucking on reserve. If we were 320 EWR all would be 50% solid line holders. SFO 737 we would have just held a line in past 2 months.

IAH sorry spit my coffee out 2.5-5 years sorry.

All EWR 757 drivers hired 2016 on are still on reserve. SFO 757 is coming down as is LAX.

Rsv blows at United. You are treated as a 2nd class citizen. You are an afterthought. Nobody cares about you. You get zero slack from scheduling. The good news is if you have an issue the ALPA hotline is great and local reps get **** done. Bottom line is get off reserve as fast as possible.