Republic vs Eagle for new hire?
01-28-2013, 08:00 PM
#71
Underpaid...
Joined APC: Nov 2010
Position: French-Canadian
Posts: 2,101
Eagle hiring is strange at times, the main emphasis is placed on ensuring your paperwork is done correctly. Why would someone not be invited to interview I am not certain but check ride busts and DUIs are one that jump out. Some people say we won't hire people with check ride bust but I am not sure about this. As far as the interview, like I mentioned earlier it start with showing up prepared with your paperwork in order, this in combination with not disclosing check ride bust prior to the interview are the main reason people are sent home.
01-28-2013, 08:05 PM
#72
Gets Weekends Off
Thread Starter
Joined APC: Mar 2007
Position: Cessna 150 Left seat
Posts: 430
Eagle hiring is strange at times, the main emphasis is placed on ensuring your paperwork is done correctly. Why would someone not be invited to interview I am not certain but check ride busts and DUIs are one that jump out. Some people say we won't hire people with check ride bust but I am not sure about this. As far as the interview, like I mentioned earlier it start with showing up prepared with your paperwork in order, this in combination with not disclosing check ride bust prior to the interview are the main reason people are sent home.
So if I have 1 check ride bust during comm/multi, my chances are ok or not good? I otherwise have a very clean record with no violation what so ever.
01-28-2013, 08:22 PM
#73
Gets Weekends Off
Joined APC: Nov 2010
Position: A320 Captain
Posts: 641
01-28-2013, 08:28 PM
#74
Gets Weekends Off
Joined APC: Jul 2010
Posts: 3,384
Eagle hiring is strange at times, the main emphasis is placed on ensuring your paperwork is done correctly. Why would someone not be invited to interview I am not certain but check ride busts and DUIs are one that jump out. Some people say we won't hire people with check ride bust but I am not sure about this. As far as the interview, like I mentioned earlier it start with showing up prepared with your paperwork in order, this in combination with not disclosing check ride bust prior to the interview are the main reason people are sent home.
So if I have 1 check ride bust during comm/multi, my chances are ok or not good? I otherwise have a very clean record with no violation what so ever.
If you are honest and your papers support it, you'll have no problem. I had a correction letter from the FAA, I am a happy eaglet for the las 3 years.
Send me a PM if you need more info.
01-28-2013, 08:37 PM
#75
Gets Weekends Off
Joined APC: Jul 2011
Posts: 894
Just be honest and upfront about everything, take responsibility for it, not really an issue. A lot of people here have much worse stories than that and still made it.
02-10-2013, 08:10 PM
#77
Gets Weekends Off
Joined APC: Jul 2011
Posts: 894
Not sure where some of this stuff about Eagle is coming from..
I have never flown over 5 legs in one day at Eagle on the Saab or on the Jet in thousands of hours. Not once. Ever. I have NEVER even seen a line in the bid pack built with over 5 legs.
I have never had an airport standby reserve line for the month at Eagle. There is only 2 or 3 of those lines out of MANY reserve schedules every month and more senior reserves usually bid them intentionally (for commuting purposes or whatever reason). I have been called in from reserve to sit standby maybe 4 or 5 days in all my time here at over 3 different domiciles. Unless you happen to have extremely bad luck or extremely poor timing on getting hired this is a non issue.
Also, I have never been Junior manned involuntarily. They have tried a few times over the years, maybe once a year or so, it's not common. I never accept them as a commuter, and I never answer their phone calls on days off (why would you). I am "fatigued" at the end of a long trip and I go home. No questions asked. Ever. I have had flights cancel the last leg back to base on day 4 and had to return the next day due to weather or MX, but that happens at EVERY airline and is totally out of anyone's control.. and you still get the additional JM pay for the one leg back on a day off if that happens (3.7 hours pay, or 3.9 hours for a reserve)
I have never flown over 5 legs in one day at Eagle on the Saab or on the Jet in thousands of hours. Not once. Ever. I have NEVER even seen a line in the bid pack built with over 5 legs.
I have never had an airport standby reserve line for the month at Eagle. There is only 2 or 3 of those lines out of MANY reserve schedules every month and more senior reserves usually bid them intentionally (for commuting purposes or whatever reason). I have been called in from reserve to sit standby maybe 4 or 5 days in all my time here at over 3 different domiciles. Unless you happen to have extremely bad luck or extremely poor timing on getting hired this is a non issue.
Also, I have never been Junior manned involuntarily. They have tried a few times over the years, maybe once a year or so, it's not common. I never accept them as a commuter, and I never answer their phone calls on days off (why would you). I am "fatigued" at the end of a long trip and I go home. No questions asked. Ever. I have had flights cancel the last leg back to base on day 4 and had to return the next day due to weather or MX, but that happens at EVERY airline and is totally out of anyone's control.. and you still get the additional JM pay for the one leg back on a day off if that happens (3.7 hours pay, or 3.9 hours for a reserve)
Last edited by RyanP; 02-10-2013 at 08:30 PM.
02-10-2013, 08:56 PM
#79
Gets Weekends Off
Joined APC: Jul 2011
Posts: 894
I'm sure it has been done on short legs in the turboprops, not arguing that. But Saab we didn't ever do more than 5 out of LAX.. new hires don't have to worry about that anyway, since the turboprops are history.
Last edited by RyanP; 02-10-2013 at 09:19 PM.
02-10-2013, 09:18 PM
#80
Gets Weekends Off
Joined APC: Jul 2011
Posts: 894
This was taken from the Eagle forum about leaving Eagle for Republic. Not sure if it's entirely accurate as I only have worked for Eagle. If it is wrong, sorry, I didn't write it, just passing it along.. (I just added the note about the insurance)
-----------
Pros:
Newer aircraft
Chance to upgrade in 4-5 years
Outstation basing-just in case you want to be based in ACY or GSO
Better insurance-much cheaper co-pays and better network (* not sure about this being better or not at RAH, I pay $110/mo for good insurance at Eagle with $20 co-pay and $35 co-pay for a specialist. I just had a $2,500 MRI done and it cost me only $35 out of pocket)
Cons:
poor reserve- no way to see a reserve list, CS calls whomever they want. They blatantly disregard their contract and it is much harder to fight (because of no N6d's or HI33's for reserve tracking like at Eagle). There is no proffering or preference for trips. I'm pretty sure they just have one Reserve availability period as well, it starts early. They always run out of reserves, and then start canceling flights. Most commuting on reserve will be done the day before, and most of the time, commuting home is the day after. Depending on the base, reserve can last a long time, even with their massive hiring. ATL is their LAX to us.
Poor Crew Scheduling- I know, how can it get much worse, but it does. They go through schedulers weekly because they only pay $8/hour. They could care less about their jobs. Many unplug their phones, watch dvds on laptops brought in, or take dozens of smoke breaks. There are only about 4 schedulers per shift per certificate, doing a "daily desk". There is no futures desk, swaps and drops, transition team, paycomp, like we have at Eagle. Sometimes there is no supervisor. They don't have provisions like we do at Eagle for acars not being positive contact, so expect acars to blow up from CS.
terrible mx- They are new aircraft but terribly maintained. Average aircraft has 2-3 MELS. Worse I have heard was 19. They are all usually big MELs too, such as no APU, inop packs, bleed issues, fuel pump issues, hydraulic issues, No icing, daytime only, broke wx radar, frozen lavs, reverser inops, you name it, the plane probably has it MELd or was recently. At AE I might have 1 or 2 airplanes with an MEL on a 4 day and most are pretty minor.
pay- FO pay is terrible. There is no cancellation pay. FO's top out at 4 years at $36/hr.
terrible flight benefits-Low priority of any non revenue flying for code share partners.
training department-Training department is a mess. Heavy reliance of CBT. Most of the ground school instructors are basic CFI's they pull from the mom and pop FBO. I know several that have gone from wet part 61 CFI to INDOC/EMB-170 ground instructor. Flight training is contracted by FSI. Expect an instructor with no experience flying the real aircraft. I have heard the type rides/re-currents are done by FSI APD's as well.
no sabre- Nothing that resembles Sabre at all. While we may hate typing codes at Eagle, it is an extremely powerful tool. They have no way of checking aircraft statuses outside of flightaware.com or bugging dispatch. No way of knowing what gates. No way of looking up MELs in advance. No way of piecing together other schedules. Pulling up weather and station reports. Some of the airports they have trouble pulling up releases. Only Ops can print them, etc. Mobile CCi is something they can only dream about. Also they don't have any sort of RES access to any of the code share partners.
no auto trip trading- They have no automated trip trade system at all like we have. They have a HIBOARD type of deal on FLICA. I have heard it is nearly useless. I have heard they don't have jetbridge swap provisions but can't back that up.
poor line construction- because of outstation basing, expect a lot of day one 6am kick off and day 4 fly the last leg in at 11pm. They do this a lot in IND, CMH, and SDF. Also most of the outstations are MX (like us). But unlike us, where MX meets us at the gate to take it, RAH has their crews taxi the plane over to the hanger, then get a van ride back to the terminal. They do the same thing in reverse in the morning. Without pay. There is no version of a RF100 UAUA for off schedule taxi/perdiem pay like at Eagle.
limo- We have the golden touch, they have some guy they found off of craigslist in a honda civic to drive you from SDF to BNA to pick up a plane from Embraer's hanger. They build lines like this. Finish in IND at 9pm, catch a ride in some dudes car to get back to base in SDF. I had a IND based friend who recently finished a trip in GSO, got driven to CLT, and then A1'd back to IND. I have talked to numerous crews who have complained about this.
worse hotels-They can get much worse than what we have...
lax but poor management- Essentially the middle management is non existent. If in trouble call the manager on duty hotline and hope he puts down his 5 iron to take the call. There is one chief pilot per certificate, they are in IND. One ACP who works from home. There is no chief pilot network. If you are based in LGA, ACY, or PIT, don't expect to pop into the CP's office to ask a question. This is good if you want to get away with stuff but bad if you need their help.
no hoping between certs-Once you are on a certificate, you are stuck as an FO until a Capt vacancy opens on another certificate. CHQ can be furloughing while TCF is hiring. In fact, this happened a few summers back. CHQ was doing LOAs/voluntary furloughs and things were looking grim. Meanwhile TCF was hiring like crazy.
guys really get fired on probation-Maybe they do at AE too, but I haven't really seen it. Even though RAH is short on people, they love to fire new hires for whatever reason. TCF just fired a probie last week for banging in sick and hoping a flight to Hawaii. Keep in mind, you are jumping ship to be back on probation.
outstation basing-what could be a pro to some, can definitely be a con to others. I'm sure many aren't to thrilled with ACY, CMH, GSO, SDF, IND, etc.
I have many friends at RAH under the different certs in various roles in the company. Pilots, disp, schedulers, and management. The only ones that are happy are management. Everyone else is bitter, hates their job, and can't wait to leave.
-----------
Pros:
Newer aircraft
Chance to upgrade in 4-5 years
Outstation basing-just in case you want to be based in ACY or GSO
Better insurance-much cheaper co-pays and better network (* not sure about this being better or not at RAH, I pay $110/mo for good insurance at Eagle with $20 co-pay and $35 co-pay for a specialist. I just had a $2,500 MRI done and it cost me only $35 out of pocket)
Cons:
poor reserve- no way to see a reserve list, CS calls whomever they want. They blatantly disregard their contract and it is much harder to fight (because of no N6d's or HI33's for reserve tracking like at Eagle). There is no proffering or preference for trips. I'm pretty sure they just have one Reserve availability period as well, it starts early. They always run out of reserves, and then start canceling flights. Most commuting on reserve will be done the day before, and most of the time, commuting home is the day after. Depending on the base, reserve can last a long time, even with their massive hiring. ATL is their LAX to us.
Poor Crew Scheduling- I know, how can it get much worse, but it does. They go through schedulers weekly because they only pay $8/hour. They could care less about their jobs. Many unplug their phones, watch dvds on laptops brought in, or take dozens of smoke breaks. There are only about 4 schedulers per shift per certificate, doing a "daily desk". There is no futures desk, swaps and drops, transition team, paycomp, like we have at Eagle. Sometimes there is no supervisor. They don't have provisions like we do at Eagle for acars not being positive contact, so expect acars to blow up from CS.
terrible mx- They are new aircraft but terribly maintained. Average aircraft has 2-3 MELS. Worse I have heard was 19. They are all usually big MELs too, such as no APU, inop packs, bleed issues, fuel pump issues, hydraulic issues, No icing, daytime only, broke wx radar, frozen lavs, reverser inops, you name it, the plane probably has it MELd or was recently. At AE I might have 1 or 2 airplanes with an MEL on a 4 day and most are pretty minor.
pay- FO pay is terrible. There is no cancellation pay. FO's top out at 4 years at $36/hr.
terrible flight benefits-Low priority of any non revenue flying for code share partners.
training department-Training department is a mess. Heavy reliance of CBT. Most of the ground school instructors are basic CFI's they pull from the mom and pop FBO. I know several that have gone from wet part 61 CFI to INDOC/EMB-170 ground instructor. Flight training is contracted by FSI. Expect an instructor with no experience flying the real aircraft. I have heard the type rides/re-currents are done by FSI APD's as well.
no sabre- Nothing that resembles Sabre at all. While we may hate typing codes at Eagle, it is an extremely powerful tool. They have no way of checking aircraft statuses outside of flightaware.com or bugging dispatch. No way of knowing what gates. No way of looking up MELs in advance. No way of piecing together other schedules. Pulling up weather and station reports. Some of the airports they have trouble pulling up releases. Only Ops can print them, etc. Mobile CCi is something they can only dream about. Also they don't have any sort of RES access to any of the code share partners.
no auto trip trading- They have no automated trip trade system at all like we have. They have a HIBOARD type of deal on FLICA. I have heard it is nearly useless. I have heard they don't have jetbridge swap provisions but can't back that up.
poor line construction- because of outstation basing, expect a lot of day one 6am kick off and day 4 fly the last leg in at 11pm. They do this a lot in IND, CMH, and SDF. Also most of the outstations are MX (like us). But unlike us, where MX meets us at the gate to take it, RAH has their crews taxi the plane over to the hanger, then get a van ride back to the terminal. They do the same thing in reverse in the morning. Without pay. There is no version of a RF100 UAUA for off schedule taxi/perdiem pay like at Eagle.
limo- We have the golden touch, they have some guy they found off of craigslist in a honda civic to drive you from SDF to BNA to pick up a plane from Embraer's hanger. They build lines like this. Finish in IND at 9pm, catch a ride in some dudes car to get back to base in SDF. I had a IND based friend who recently finished a trip in GSO, got driven to CLT, and then A1'd back to IND. I have talked to numerous crews who have complained about this.
worse hotels-They can get much worse than what we have...
lax but poor management- Essentially the middle management is non existent. If in trouble call the manager on duty hotline and hope he puts down his 5 iron to take the call. There is one chief pilot per certificate, they are in IND. One ACP who works from home. There is no chief pilot network. If you are based in LGA, ACY, or PIT, don't expect to pop into the CP's office to ask a question. This is good if you want to get away with stuff but bad if you need their help.
no hoping between certs-Once you are on a certificate, you are stuck as an FO until a Capt vacancy opens on another certificate. CHQ can be furloughing while TCF is hiring. In fact, this happened a few summers back. CHQ was doing LOAs/voluntary furloughs and things were looking grim. Meanwhile TCF was hiring like crazy.
guys really get fired on probation-Maybe they do at AE too, but I haven't really seen it. Even though RAH is short on people, they love to fire new hires for whatever reason. TCF just fired a probie last week for banging in sick and hoping a flight to Hawaii. Keep in mind, you are jumping ship to be back on probation.
outstation basing-what could be a pro to some, can definitely be a con to others. I'm sure many aren't to thrilled with ACY, CMH, GSO, SDF, IND, etc.
I have many friends at RAH under the different certs in various roles in the company. Pilots, disp, schedulers, and management. The only ones that are happy are management. Everyone else is bitter, hates their job, and can't wait to leave.
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