Truck driver recruiting, judged on who stays.
We source, screen and onboard CDL-A drivers, owner operators and office staff for carriers across the Lower 48 — then stay on the hire through 30, 60 and 90 days. Drivers never pay us a cent.
Checked before you hear about it
Authority, insurance, safety record and how a carrier actually pays — verified before anyone is put in front of a driver.
Four more departments behind the hire
Dispatch, safety, fleet and accounting run in-house. The reasons drivers quit have owners here, not excuses.
You already know how this usually goes.
Every driver we talk to has some version of these four stories. We built the process around not repeating them.
- 01The recruiter promised 3,000 miles. The first week was 1,800, and he stopped answering in week two.
- 02Nobody mentioned the escrow, the trailer rent or the orientation that doesn't pay until after you'd signed.
- 03The person who hired you and the person who dispatches you have never spoken to each other.
- 04You asked for a weekend home. You got it — three weeks later, after you asked four more times.
Finding a driver is one job. Keeping him is another.
Three stages, and most agencies sell you the first one. The first one without the other two is just an invoice for work you'll be repeating next quarter.
Recruit
We go and find people instead of waiting on a job board. Sourcing across driver networks and communities, then a screen that covers MVR, employment history, drug and alcohol Clearinghouse, endorsements and — the part most skip — whether the job in front of them is one they'd actually want in six months.
Onboard
DQ file built correctly the first time. Orientation scheduled, paperwork chased, Clearinghouse query run, first dispatch lined up before day one. The gap between "he accepted" and "he's rolling" is where good hires quietly disappear, so we own it.
Retain
Named check-ins at 30, 60 and 90 days, with both sides. We ask the driver what's wrong while it's still small, and we tell the carrier before it turns into a resignation. Most departures are predictable a month out if anyone is listening.
How it works if you drive
- 1
Tell us what you drive and what you need
Equipment, endorsements, where you live, how often you need to be home, and the number that makes it worth it. Five minutes, by phone or form.
- 2
We come back with real options
Two or three carriers, with the full picture: pay structure, average miles, deductions, home time, how long their last three drivers stayed. Including the parts that might put you off.
- 3
You choose. We handle the rest
Paperwork, orientation, start date. And we stay reachable after you start — if something isn't what we told you it was, that's our problem to fix.
Most recruiters hand you a driver and disappear
We also run the dispatch, the safety and the payroll that driver walks into.
Nobody quits "a company". They quit short miles, a dispatcher who doesn't pick up, a paycheck that's wrong twice in a row, and a truck that sits for four days. A recruiting agency can promise to care about those. It can't do anything about any of them.
Short miles, no answer from dispatch
Owned by FLX Dispatch
Load planning and a dispatcher who answers is a department here, not a vendor we refer you to.
Pay that's late, or wrong
Owned by FLX Accounting
Settlements, deductions and escrow handled by people in the same building as the recruiter who made the promise.
DOT paperwork landing on the driver
Owned by FLX Safety
DQ files, Clearinghouse, logs and audits are somebody's job already, so they never become the driver's.
Truck down, nobody coordinating
Owned by FLX Fleet
Breakdown desk, shop vetting and PM scheduling, so downtime stops being the driver's problem to solve on the shoulder.
Free replacement inside 30 days
If a driver we placed leaves within the first 30 days, we source, screen and onboard a replacement at no additional cost. We'd rather carry that risk than argue about whose fault it was.
One of five departments. Not one of five vendors.
The sphere you've been following is one body in a system. FLX Trucking runs five departments for American carriers, and a driver placed by one of them is supported by the other four from day one.
FLX Recruiting
You are here
Sourcing, screening, onboarding and retention of drivers and office staff.
FLX Dispatch
Load planning, negotiation and a dispatcher who answers the phone.
FLX Safety
DOT compliance, DQ files, Clearinghouse, logs, audits and CSA scores.
FLX Fleet
Breakdown coordination, shop vetting, PM schedules and warranty claims.
FLX Accounting
Settlements, invoicing, IFTA and the paperwork behind getting paid.
The numbers go here.
This block is reserved for verified results from our recruiting partner. Nothing in it is live yet.
- Drivers placed
- —Drivers placed
- Still driving at 90 days
- —Still driving at 90 days
- Average days to fill a seat
- —Average days to fill a seat
- Carriers served
- —Carriers served
Placeholder for a real driver quote. It will be supplied by the partner, translated if it was given in Russian, and labelled as a translation.
Placeholder for a real carrier quote. No name, company or rating will be attached unless the customer gives one.
Questions people actually ask
Does any of this cost me anything?
No. Drivers never pay us — not an application fee, not a placement fee, not a percentage. The carrier pays for the hire. If anyone in trucking asks a driver for money to get a job, that is the moment to walk away.
What kind of companies do you work with?
Small and mid-size carriers across the Lower 48, mostly dry van, reefer and flatbed. Before we send anyone, we check the authority, the insurance, the safety record and — the part that matters most — how they actually pay and how long their drivers stay.
Do you place owner operators, or only company drivers?
Both. For owner operators we look at the percentage or the rate per mile, what comes out of it, fuel and insurance arrangements, trailer access and whether you'll be dispatched on lanes that suit your truck. If you're running under your own authority, we'll say so when a lease makes more sense than a job.
I have a violation or an accident on my record. Is it worth calling?
Usually yes. What matters is what happened, when, and what you've done since. Tell us up front — we'd rather place you somewhere that already said yes than waste your week on companies that were always going to say no.
What if the company turns out not to be what you described?
Call us. We stay reachable after you start, and a carrier that doesn't match what they told us stops getting drivers from us. That's the only leverage worth having, and it's the reason the descriptions we give you are honest.
Do you speak Russian or Uzbek?
Yes. The site is in English, but you can do the whole process in Russian or Uzbek if that's easier — including the parts where the details actually matter.
Tell us which side of the windshield you're on.
Three fields. No resume upload, no account, no ten-page application. Everything else is a conversation, and we'll have it when it suits you.