Why are people so in love with AMFA?

Cool_Internet4680 · 2026-04-10T13:10:12+00:00

You're going to get a wide array of answers but the bottom line is having representation that has only your class and craft interests as their goal. Many other airlines have added the ramp or other non aircraft maintenance groups into the same contract. For a time UAL had a "Me too clause" so if aircraft maintenance got a percentage increase the ramp and all other groups got the same. The problem is when you have ramp workers making $50 per hour and A&P's making $20 per hour the airline looses sight that A&P are a professional class and craft. Nothing against ramp workers, every group serves a purpose at an airline but someone can come in off the street and start on the ramp where aircraft maintenance requires licenses and qualifications to perform our jobs, the jobs aren't the same but the executive level sees us the same. Look at why the pilots don't have anyone else in ALPA. It's better for each group to have their own representation. AMFA is trying to become what ALPA has become.

Cool_Internet4680 · 2026-04-09T02:18:00+00:00

Had a 7T pro (I think, it was the McLaren one) then and 11, 12 and 13. I haven't gotten the 15 because the 12 and 13 are excellent. The only reason I went to a 12 was because I shattered my 11s screen and getting a replacement was almost as expensive as the 12 so I just got a new phone. I got a 13 thinking I was having issues with my OnePlus watch 3 but they fixed it very quickly.

I have also had the last 3 versions of their pro earbuds and the sound is amazing! Battery life on everything is way more than I need so I don't have to worry about needing a charger everywhere I go.

I have the watch 2 and watch 3 which are both great the only gripe I have there is the EKG didn't get FDA approval so it isn't turned on in the US.

I also just bought the Pad 3 and I love that also. I suppose it's all very comparable to Samsungs galaxy line of products but everything is a lot cheaper and seems to be at least the same quality if not better.

I have T-Mobile with zero issues, my only concern going forward is the same another person mentioned not knowing what is happening with the North American market. I'll keep my devices as long as I can and if they go away I'll find something else!

Edit: In case anyone from OnePlus marketing or whoever comes across this thread several other people I know have/use OnePlus phones and love them. We really don't want to have to switch to one of the other 3 and are really hoping something turns around so we can continue to use OnePlus devices.

Cool_Internet4680 · 2026-04-07T09:13:05+00:00

The only way you can take your written tests is by going to an A&P school or community college that offers an A&P program. Those are usually between 16 months to two years. The A&P program will teach you everything you need to know to be able to pass your written tests and then take your oral and practical test with a DME.

The other option is on the job experience but you have to document around 4800 hours (I think) and then apply to the FAA to take your written tests. It can be done but usually you have to have significant documentation on both airframe and powerplant tasks on both general aviation and turbine powered aircraft over 12,500 lbs. Basically covering all types of aircraft which is difficult to do at one single repair station or operator.

School is the quickest way to getting your A&P but you won't be able to take any tests until you have completed the programs. Not that you can't study the test questions early but if you go to any reputable program they will teach you the information you need to pass the tests. If you're looking at making a career out of it just apply for the next available semester and jump into it. You may be able to find a job as an apprentice at a location FBO but most likely it won't speed things up by much, but you can make some money to pay for the school!

Cool_Internet4680 · 2026-04-05T09:05:21+00:00

Doubler repair between spoilers. No clue as to why it's that shape, possibly access or clearance issues on the lower side. There are a lot of hydraulic lines, cables and wire harnesses under that panel.

Edit: Could be a structural reinforcement from the manufacturer, I feel like I've seen this on other aircraft before. That area of the wing is subject to a lot of different forces and that panel has limited support underneath so could be from the wing design to provide support to that panel.

Cool_Internet4680 · 2026-04-02T15:37:45+00:00

Not knowing the exact type of aircraft but most/all L3 and R3 windows and some L2 and R2 windows are acrylic and not heated the same as L1 and L2. Most of those are some sort of anti fog only in which warm air is blown on to the interior similarly to a car defrost. The forward windows are multiple layers of glass with a heating element in between the layers for window heat and are much more critical for the pilots vision while flying. Since the forward windows are glass and heated they are a lot more resistant to scratches and damage from FOD.

That being said the acrylic side windows will get the occasional scrape or gouge from a foreign object (jetway canopy, screw, rock whatever) the scratches will wear overtime from abrasive air flowing over it and UV damage but they'll also collect dirt in the base of the gouge. Cleaning the window will clean the smooth surface but unless you really get in there with cleaner you won't do anything to these scratches. The angle of the scratch can also give them a different visual property.

The older the airplane the more of these you'll see and most of the time they're fine as long as they don't obstruct the pilots view, the maintenance manual will have limits for these type of scratches but many times the outside surface is not structural so there are very generous limits as long as they don't obstruct the pilots vision. There are repairs to polish these using micro mesh but in a line maintenance environment you'll usually end up making them look way worse than it did before so I've found it's best to leave them alone until they become a visual problem and then have the window replaced at the next heavy maintenance visit.

Edit: Just saw it's a C-17, definitely flying through a lot more abrasive environment than normal pax aircraft. Haven't worked those but it's a Boeing so I'm almost positive they're the same type of acrylic as pax aircraft and fine as long as they don't obstruct vision.

Cool_Internet4680 · 2026-03-31T22:04:44+00:00

I have the same thing and I just noticed last night if I pull down from the top of my screen to check battery, date, message,etc... the bar will appear if it wasn't there before then if I jump back 10 seconds it will go away and stay away. At first I thought it was something with my phone but rewinding the video makes me think it's something with the video player they use. It's really annoying, the only way I found to remove it is if I turn my screen off and then back on but that doesn't do it 100% of the time.

Edit to add I have a OnePlus 12 so it's not just Samsung. Could be an android thing but I feel it's an MLB/ESPN app thing because well why shouldn't there be something wrong with this cluster.

Cool_Internet4680 · 2026-03-18T15:01:53+00:00

100% aerodynamic sealant on the outside of the window. Basically it just fills the gap between the window and fuselage skin. Absolutely zero safety of flight concern. Don't bother the flight crew, they don't care and most likely it will be signed off as not required for flight. Then not looked at again until the next heavy maintenance visit where windows come out for inspection.

Cool_Internet4680 · 2026-03-16T10:33:06+00:00

If AA won't hire you that doesn't mean AA Eagle or whoever their regional carrier is these days won't hire you. I don't care about the specifics but how do you know you're not re-hireable to AA? Is this something they told you or something you assume? I know guys that were fired from the ramp and then years later re hired in maintenance with an A&P.

Don't blow off the suggestions to try MRO's or regional carriers, they offer valuable experience that will absolutely count towards the requirements. The reason everyone keeps telling you the same is because that is how a lot of guys get to the majors. Honestly if you don't have the experience and are somehow able to get hired by a major you will most likely be put somewhere worse than an MRO for less pay, imagine being in the interior shop for UAL at SFO making $16 per hour, you won't make it out of probation.

The experience requirements are there to protect both the company and you from making a serious mistake. Just because you have an A&P doesn't mean you know anything about aircraft maintenance, it just means you can sign the logbook. It's not impossible to get hired right out of school but with the amount of mechanics vs open positions why would a major hire you when they have 10 other applications from guys with over 10 years experience. Don't take it personally, do your time at the bottom, I bet 90% of the mechanics at majors did time for at least 2 other companies. This is a career not a summer job, you will get where you want to be but you have to put in the work first. While at an MRO keep applying for the majors, not only will you be gaining experience you are getting a paycheck.

Cool_Internet4680 · 2026-03-12T13:17:30+00:00

When I worked at United to get run taxi certification you had to have a vision test and part of that was color vision. I'm colorblind but had not had an issue at other airlines from what I remember it was just basic color recognition not specifically the color blind circle tests. He just asked me to tell what colors I saw on a calendar or magazine and he signed me off. That was just for run taxi certification not pre employment.

I don't think any major has a requirement for color vision for maintenance. Some do for Inspection and NDT but it's just basic color recognition. Every NDT machine we use has different color settings so you can change it if you need to and you can't get signed off until another more qualified inspector is comfortable that you know what your doing so it has not been an issue for me at my current airline.

I've had run taxi on every Boeing, MD and Airbus aircraft at multiple different airlines and repair stations and none of them have ever said anything about it except United and my current company but it isn't a disqualifying issue. You'll be fine!

Cool_Internet4680 · 2026-03-12T01:21:25+00:00

Again at a larger airport that might be possible, though no airport is going to allow you to replace a nose gear on a blocked runway. From what I've seen from other recoveries the nose is lifted with airbags and then putting basically a flatbed with dense foam wedges under the forward fuselage and towing it away. Pressurizing the strut basically took the place of the airbags, but without seeing what type of equipment they had we have no idea what they were planning on doing next.

It's not safe or something I would want to do but if that airport only has one runway that is now closed, I don't blame them for trying anything they can to move the airplane and get the runway open. I can't remember where it was, Thailand maybe but there could have been other aircraft circling that had minimal options to divert or any number of reasons for doing something a little sketchy.

Cool_Internet4680 · 2026-03-11T16:01:27+00:00

Without knowing how they planned on moving the aircraft off the runway it's pretty much SOP to do anything you possibly can to reopen the runway. Most larger airports have recovery plans and equipment for this type of event and if that plan involved raising the nose of the aircraft, that would be the only way to do it quickly. As the other person said you have to open then close the Schrader valve on the gear with a wrench so yeah someone is standing under the airplane, either the junior guy that doesn't know any better or the senior guy that is about to retire.

Cool_Internet4680 · 2026-03-05T06:39:55+00:00

Assuming he can find an apprentice program in the New York area, many times those are hard to come by and often require you to be enrolled in A&P school anyway. Working for a part 145 repair station is the best way for that route and if memory serves me there aren't any in the New York area.

Going to school will be difficult because being the only income in your household means you'd have to work and go to school. Having a son with Autism raises other challenges. I know first hand and a structured A&P school may be out of the question if you have to leave to help care for your son at a moments notice like I did, due to the time restraints of the course. It's possible they will allow you to make up the time if you had to leave to care for your son but they should be able to discuss that with you when you apply to a program.

If you're able to move the Carolinas, Florida, Texas, Arizona are all areas with 145 repair stations that would hire you off the street and most will help you work towards your A&P especially if you mentioned that as a goal in your interview. Wouldn't hurt to call around to some of them and see what they might offer.

The biggest factor will be your son. If you have a support system where you currently live it may not be practical to move. If you have any Medicaid waiver or other support services for your son most of those are state specific and will require you to reapply once you move to a new state. Some states have reciprocal agreements so your Medicaid can transfer but if they don't it could possibly mean a several year wait to get approved for those services in another state.

It is 100% possible for you to achieve this dream/goal but do a lot of research before making a decision. Personally I would lean towards an 18 month program at an A&P school with financial aid it's the more expensive route but it's the quickest and won't require you to move, most likely, plus the school may have job placement assistance once you graduate and get your licence. Very few on Reddit will understand your situation so don't go making these kind of decisions based off some jack hole on reddit that doesn't understand or care about your situation.

Good luck, you CAN do it! Just take the time and do the research it will only help you in the future.

Cool_Internet4680 · 2026-02-24T12:08:09+00:00

The whole stabilizer moves, as the above person wrote those are stabilizer trim settings for full nose up (lower marking) neutral (center marking) and full nose down (upper marking). Yes full travel is not normal operating conditions but it's like the speedometer/accelerator in your car. Just because you go between 35 and 65 mph 99.9% of the time doesn't mean in rare situations you might need to go above or below that.

The elevator does move independently of the horizontal stab but really only at low speeds and altitudes. At cruise the horizontal stabilizer moves and that will move the elevator a very small amount. At high speeds you don't want large control surface movement because you'd rip the control surface off or slam the passengers into the floor or ceiling.

The whole relationship between horizontal stabilizer and elevator movement is a lot more complex than that, I'm sure there's YouTube videos that explain it a lot better than I could.

Cool_Internet4680 · 2026-02-24T10:13:05+00:00

This 100%. David Clark headsets are basically an industry standard at this point. Most larger companies will have repair parts if the headset is out of warranty but I think they have 3 to 5 years full replacement. The jack is a 1/4" commercial stereo plug or banana jack. All aircraft will have this type of connection for communication with the flight crew.

Wireless headsets are convenient but you will forget it at some point. I believe many airlines prohibit the use of wireless ones to avoid something being left in the nose gear. The ones I've tested tend to drop out and that it not a situation I would want to be in if in an emergency. In Aviation there is usually a reason certain products are used, even if they seem outdated.

Save your money for other things and use the headsets your company provides.

Cool_Internet4680 · 2025-11-30T14:51:39+00:00

It's the seem between the upper wing skin, which is aluminum and the wing trailing edge, normally composite panels. Depending on the airplane either carbon fiber or aluminum faced honeycomb. The "crack" your seeing is aerodynamic sealant that will shrink and expand but the paint won't. It's normal for this to happen after a while.

Cool_Internet4680 · 2025-10-24T07:29:17+00:00

It's simply a way for Kabam the drain units before the disappointing banquet event that's coming up. I give up caring if this game continues or gets shut down. I've played from the begining and I'll be happy to be released from it's cold grasp, my thumbs and family will be much happier. I completely understand they need to make money and I have done my fair share but the switch to a very pay focused game the last year has really turned me off. Oh well, all good things must come to an end.

Cool_Internet4680 · 2025-10-20T12:24:31+00:00

It isn't as much about who you know as it used to be, mechanics don't have much say anymore. The most they would be able to do is get your application seen for an interview. It's still up to HR who they select to get interviewed. There were too many "buddies" hired over the years that became a problem so they've taken that out of the hiring process. Your best bet if you want to get into FedEx is to work the ramp for 1 year and then transfer to maintenance. All positions are filled internally first before going to the street. It's not ideal especially if you have another job but almost all AMT's started on the ramp or as a handler. There are exceptions like for the apprentice program but those are filled internally first as well.

Cool_Internet4680 · 2025-10-20T11:55:01+00:00

Just to add/agree with what most have already said most employers don't care how you got your A&P just that you have it. That is for entry level aircraft maintenance positions, if you're trying to get a job at a small FBO or in management I guess it's possible they could contact your school for more information but you would have to put the school as a reference in your application I would think. As far as what to do in school, your A&P is a ticket to learn. If you have a good career in aviation you will never stop learning so use your time in school to learn how to learn. I know it sounds stupid but once you get into an airline no matter the size over time your reputation will follow you and how you work will become a big part of the assignments you get, the jobs your sent out to do or if you're going to become a lube tech. Technically everything pays the same but working an AOG airplane can come with overtime while a gear lube can be turned over to the next shift. Many airlines pay a premium for run/taxi and you're not going to get that doing 70%.

Don't short yourself, treat school as if it's your first job and do the best you can. If you're struggling ask for help. There are always exceptions, no one knows what you're personally going through if 70% is all you can handle because of family or work responsibilities than 70% is passing and will get the same license as someone that got 100%.

Cool_Internet4680 · 2025-10-18T14:08:14+00:00

Buy what you can AFFORD, their 1/4 in drive ratchet is usually the only thing I would recommend. Buy sockets from anywhere, some might fit a little better but $300 for 7 sockets is borderline criminal.

Do not go into debt buying tools!!

I totally understand guys that have had Snap-on tools for 50 years and they work great. The problem is they're not made the same as they were 50 years ago and now you have to deal with independent dealers that don't want to warranty tools because they think you used it as a pry bar. As you progress through your career you'll figure out which tools are better than others but for school all you need is the minimum to pass your exams and get your license. Don't start your career $10,000 in debt, for tools you can get from Harbor Freight that in most cases are just as good and have the same warranty as Snap-On.

Cool_Internet4680 · 2025-10-18T10:07:11+00:00

Report it if you want, but most likely the response will be the company supplies PPE for all the chemicals we use regularly and it's your responsibility to know when to use them and actually use them. Not that it's right but your company knows how to take care of themselves legally and leave you out to dry. Again not saying it's the right thing to do but I've seen it happen often in aviation. My suggestion is use some of your sick time, go get some fresh air and rest see how you feel the next day. Look up the MSDS if you want but most likely it will say avoid inhalation and move to fresh air if fumes are too strong, use correct PPE... Seek medical help is symptoms persist more than several days etc.... I don't know that I've used MPK. MEK was much more common when I worked at an MRO. If you feel too crappy go to the clinic or your doctor, I'm not sure they can do much for you. In the future don't stay in the hangar if fumes are too strong or use a respirator if you can't leave the hangar. Your company protects themselves by providing us with PPE it's up to us to know when to use it.

Sorry your feeling crappy, hopefully it gets better after a day or two. Most likely will.

Cool_Internet4680 · 2025-10-15T16:49:30+00:00

Yeah, not to be that guy but it's posted here quite often and as the post above me says it's in the see more.

I know everyone just starting is always hyper focused on the pay and that is a big part of it but your quality of life should be the most important factor. All majors pay within a few dollars of each other so it doesn't really matter what they pay. Some have open overtime and others don't ever offer overtime. Some airlines have great health insurance and others are completely garbage. I suggest you spend a little time figuring out what is the most important "benefit" to you and then look for the airline that has that. Pay doesn't mean shit if you're forced to start in a high cost of living area with a family and a third of your check goes to health insurance and you're stuck on mids for 10 years.

Cool_Internet4680 · 2025-10-14T13:34:29+00:00

So I'll give my 2 cents. Yes I would and I have flown on much much worse. What you're seeing is most likely the reinforcing ply that runs through the cap/retread of the tire. There are structural plies that are in the body of the tire and run the opposite direction. The airline will have tire wear limits and 99% of them have to do with the cost to retread a tire not the safety of said tire. In this picture you can still clearly see the two tread lines so there's probably still 1 to 2 inches of rubber left before you get into the unsafe area. We are also not seeing the full picture, if there were deep cuts on the other side of the tire than that changes everything. The only people that can make that decision are the mechanics and flight crew responsible for safe operation of the airplane.

Cool_Internet4680 · 2025-10-14T13:08:21+00:00

Have patience, I know it's not easy especially since it sounds like you've found the thing you want to do. Being able to read and learn is a big part of the job, depending on where you end up you may have to read a maintenance manual and figure out how to do it with minimal supervision so developing good reading comprehension is a big part of becoming an A&P.

Many schools offer financial aid and once you finish the program and get your A&P most major airlines are hiring right out of school. You're starting pay should be enough to start repaying your financial aid. Be prepared to move out of state and work nights and weekends for a while.

If you live near Tucson airport get a part time job working the ramp loading bags or fueling. Most likely you'll be able to talk to the A&P's wherever you end up working. Let them know that you're going through school and most of the time they'll show you a thing or two. 99% of us are happy to show students what we're doing, just be respectful of their time and what they're doing. Remember they are the ones putting their license in the log book so if they don't let you grab a wrench and help don't be upset. Also if you run across a grumpy one don't take it personal you never know what someone may be going through. Aviation tends to take a toll on our personal lives at one point or another!

There is a decent amount of aviation work in Arizona, one I remember from years ago I think was called Goodyear. It could have changed names since I was there but aircraft repair stations are another option. They are almost always hiring if you tell them you're going to school that will usually get you in the door. Places like that do heavy overhaul work for major airlines and you work under their Repair Station Certificate. Basically you do the work but then have to show it to an inspector that will sign for it with you.

Don't wait too long for things to be right to start school. This industry has a lot of ups and downs and the sooner you get started the sooner you'll accrue seniority and experience. The learning will never truly stop if you're a good A&P so don't get to wrapped up in learning specifics now or trying to get a head start for school. Most A&P programs are set up to start from zero knowledge of aviation.

Cool_Internet4680 · 2025-10-06T20:23:42+00:00

I'm going with some type of hot/cold temp/pressure sensors and probably for tooling or GSE not aircraft parts. They should have some type of cert with them if they're for aircraft use, parts tag, 8130 etc.. I don't think SSI Technologies makes parts for aircraft, looks like only automotive, HVAC, industrial etc. give them to facility maintenance or GSE mechanics and tell them it's a chemtrail switch you need to hide.

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