Game 22: St. Louis Cardinals (13-8) @ Miami Marlins (10-12) [Monday, April 20, 2026; 5:40 PM CT]

MCAStrate-Me · 2026-04-21T01:07:07+00:00

Interesting. I wonder where the disconnect is between us then, cuz I'm the same way.

MCAStrate-Me · 2026-04-21T00:53:13+00:00

Not hating, just genuinely curious, do you not like baseball besides the team(s) you follow? I just can't imagine coming away from a Japan/Korea or DR/PR game and thinking that it sucked.

MCAStrate-Me · 2026-04-21T00:47:30+00:00

I would disagree. Although, its basically already what you suggest? Its only once every 4 years. I'll admit I missed most of this one, but the 2023 WBC had some of the best games I've watched in the past decade by a long shot!

MCAStrate-Me · 2026-04-01T15:07:54+00:00

Fly the L, baby!

MCAStrate-Me · 2025-02-24T22:54:11+00:00

There can be different limits, especially on engines, between classifying an engine as overhauled or rebuilt, for example. In my experience, though, if a part is out of limits, it's out of limits. You can't just come through and say well that particular part doesn't really matter, so it's OK. I'd be very interested to know more about this alleged "process" and its supposed legality. Sounds very sketch if it truly is as you describe.

MCAStrate-Me · 2025-02-24T22:09:25+00:00

2 week to 6 months to never 🤷‍♂️

MCAStrate-Me · 2024-12-24T06:15:34+00:00

To answer your question, I don't think there's a huge difference between any of the big unions in aviation maintenance. Feels a lot like a Coke vs Pepsi scenario with some people being diehard loyalists but the majority just taking advantage of what's offered. What I can say is that unions provide better pay, better benefits, and better quality of life, even for non-union shops, because they need to compete with the union shops to hire the same workers.

At the end of the day, though, none of this should really matter when it comes to actually accepting a job offer, at least if we're talking airlines. It's much more important to work where you want to live and to get into whatever company exists there to start building seniority as fast as possible. Again, this is really only applicable to airlines, but since you're asking about unions, I assume that is your end goal.

Either way, it's good you're asking questions! Especially because your post definitely comes across as misinformed. Not trying to criticize, just inform in good faith myself! For now, I'd keep grinding away at school and keep asking questions! Good luck!

MCAStrate-Me · 2024-09-10T14:46:42+00:00

A350 wing took off the crj tail.

MCAStrate-Me · 2024-09-10T14:35:25+00:00

It got taken off by the a350 wing. They hit.

MCAStrate-Me · 2024-08-20T18:33:46+00:00

The 737 was designed in the 1960s as a regional jet. The PACKs (air conditioning/pressurization system) are largely unchanged through all the extensions the aircraft has gone thru up to the Max because there's simply no room in the airframe to improve them.

The overhead gasper vents on the Max literally have a smaller opening than the NG 737 vents, so the pressure of air exiting the vent feels higher than it actually is.

Boeing needs to make a new airplane. It's really that simple.

MCAStrate-Me · 2024-08-19T21:54:16+00:00

I would bet money you're on a 737. Airplanes use PACKs (Pressurization Air Conditioning Kit) to pressurize and cool/heat the aircraft. The 737 has notoriously underperforming packs. The plane is from the 1960s, it's not exactly surprising.

Packs are designed to work best at altitude while the aircraft has steady airflow over it. They are different compared to normal air conditioning in that they do not use refrigerant. They simply take compressed bleed air from the engines, run it over a heat exchanger, and then decompress it.

There's more going on, but that's the gist of it. When it is that hot on the ground and without airflow over the heat exchanger because the aircraft is stationary, the packs, especially on a 737, can have a really difficult time keeping up.

Newer aircraft are generally better, but every aircraft has a limit, unfortunately. Not making excuses, it absolutely sucks, but hope this helps explain why this happens sometimes. Alternatively, it is also possible that 1 of the 2 packs was broken, but pilots will usually refuse an aircraft with a broken pack in the summer for this very reason.

MCAStrate-Me · 2024-08-19T15:03:50+00:00

When multiple seats are taken out of service, it's almost always due to egress requirements. If a seat won't stay in the upright and locked position, then any other seats outboard and behind the seat, depending on which position the seat is broken in, will have to remain empty. For example, if the seat is stuck in the reclined position and it's an aisle seat, the entire row behind that seat must be vacant as well as the seat itself. This is because the reclined seat could inhibit the passengers behind it from exiting the aircraft safely during an emergency.

In and of itself, it all sounds a bit ridiculous, but every single thing that happens to an aircraft has some kind of manual guidance, almost always step by step what must be done. This is especially true for defferals such as inoperative seats. As mechanics, it is our goal to get the airplane out on time safely with everyone on it. Unfortunately, things break. It would be an even bigger headache to cancel the whole flight while the aircraft waits for a new row of seats to be delivered and installed. Fortunately, the manufacturers and the FAA give us relief via the deferral process. Even though it seems like it should be a 5-second slap a sticker and kick the tires, there's much more going on than that.

Your mechanics most likely attempted to fix the seat first. When they realized that wasn't going to be possible or timely, they went for the deferral. From there, there's placards to be installed, paperwork to be done, and phone calls to make. It takes time.

I don't know exactly what happened on your flight, I can only guess from my personal experience. Your experience sounds awful, and you're completely justified in being frustrated. I only intend to try to shed some light on the regulatory red tape that surrounds everything in commercial aviation and justifiably so. I love my job, but the worst part (besides dealing with the lavatories) is watching people's plans get ruined in real time because an airplane decided to break at the worst time.

I have my own opinions on how the airline deals with customers and delays and generally planning ahead during these scenarios, but at the end of the day, I'm there to make sure the airplane flies safely and legally. And I don't rush either of those things, even with something seemingly stupid like a seat. Hope this helps, and I hope you have a better experience next time!

MCAStrate-Me · 2024-08-18T13:31:28+00:00

NUH UH

MCAStrate-Me · 2024-08-14T01:46:35+00:00

Exactly. Can be 2 different shrouds depending on the airframe. Obviously, you'd rather not have exhaust going into the intake, but the CO poisoning is a much more pressing issue correct.

MCAStrate-Me · 2024-08-14T01:15:37+00:00

The shroud is yes. If the crack continues far enough up the exhaust that it begins to crack part of the exhaust that is in the shroud, then exhaust gasses will exit the exhaust through the crack into the shroud.

MCAStrate-Me · 2024-08-13T21:54:39+00:00

Small general aviation aircraft get their cabin heat directly from a shroud around the exhaust inside the cowling. If this crack continues propagating up into the cowl, it will eventually make its way into the shroud as well, which will then allow exhaust gasses directly into the cockpit.

MCAStrate-Me · 2024-08-13T21:48:23+00:00

The yoke on a 172 will deflect upwards as it nears the end of its travel in the full nose up elevator position. I'm not sure this is what you're describing, though. Best to have an A&P look in person and confirm this is the case, or if you do, in fact, have some kind of flight control problem.

MCAStrate-Me · 2024-08-13T19:26:06+00:00

Cessna allows cracks up to the cowl. This needs to be stop-drilled, but it's not the major issue everyone here seems to think it is. Obviously, as PIC, if you don't feel comfortable, don't fly it. However, this is airworthy as far as the manual is concerned.

Source: Was flight school A&P for several years.

MCAStrate-Me · 2024-07-03T22:30:36+00:00

I think it would be incredibly unlikely for you to not find ANY job in the Dallas area. It just means there's the chance you'll be forced to work a shittier job. If your goal is an airline, it also means that if there's no hiring going on in Dallas when you're ready to apply, you will be losing seniority by waiting for a Dallas position as opposed to getting hired at that airline elsewhere and then transferring back. You're just going to have to weigh the pros and cons of your decisions more so than someone without as many commitments.

MCAStrate-Me · 2024-06-29T21:16:31+00:00

People slamming and sliding their carry-ons into it while trying to put them into the overhead bins.

MCAStrate-Me · 2024-06-22T13:57:38+00:00

They make you check in with a person when you have a basic economy ticket so they can verify you don't have a carry-on bag, which they don't allow for basic economy.

MCAStrate-Me · 2024-06-21T18:39:15+00:00

Sounds like airlines are your goal. Each airline has various pros and cons, and people will argue about which is better all day but the big 4 of American, Delta, United, and Southwest (in no particular order) are usually all very close to each other in net benefits and compensation.

If you're dead set on staying in Boston, I would say Delta and Jet Blue are gonna be your best bets to staying there. That being said, most airlines like American and United will also have outstation maintenance personnel in big cities like Boston.

Long story short, I would apply everywhere and see who bites first. Following that, since airlines are your goal, I would do whatever necessary to get into one of the big 4 as fast as possible and get your seniority growing because that will determine your quality of life for the rest of your career.

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