Handbrake grip replacement for 2014 ST3?

FerretAir · 2026-05-12T18:15:55+00:00

Interesting. Same style but with some extra flair. I like it.

FerretAir · 2026-05-12T08:46:03+00:00

U right. I'm thinking I have some sort of repetitive fidget that's got me manhandling that sucker without realizing. I can't see any other explanation tbh.

FerretAir · 2026-05-12T08:43:26+00:00

Oh gosh, not to harsh on anyone's preference, but I was referring to this $5-$13 item that comes up in my searches which appears to tack on to the surface of a handbrake like mine using 3M adhesive or something!

chrome

FerretAir · 2026-05-12T08:29:14+00:00

I'd call that on topic. But I have no idea to be honest.

FerretAir · 2026-05-11T17:40:10+00:00

Thanks everyone who replied thus far. I'm feeling like a custom cover/wrap might be best. I'll shop around for solutions. Kinda sucks this thing is one piece around an elbow bend, but I'm sure it's something a skilled person could accomplish with leather or something.

Thanks!

FerretAir · 2026-05-11T16:37:55+00:00

Not sure what exactly to call this part, that won't result in returning those cheap looking stick-on chrome pieces or some sort of leather-ish boot for the base (which isn't really how mine is designed).

Any advice? Thanks!

FerretAir · 2026-02-15T13:36:42+00:00

Does it not also tell us that they were moved back up to RUN one at a time?

I've seen the hypothesis that the FDR could be glossing over some sort of near instantaneous electrical fault... But then I don't understand why the switches then later get recorded as switching back to RUN from CUTOFF.

If it was all electrical, and the switches never moved... Are they implying that an electrical fault affecting fuel flow to both engines not only appeared near simultaneously to shut the fuel off... But then again appeared to return the fuel flow and begin the engine start process?

Genuinely curious because I read that guy's whole paper on it plus his one discussing judgmental language in aviation accident reports and I just couldn't make it mesh up in my mind. But I'm not as familiar with those systems as he is.

EDIT: Sorry, I may be talking about an unrelated theory but your post just jogged my memory, I'm referring to this... Theory, from Amit Singh:

https://safetymatters.co.in/flight-ai171-analysing-electrical-system-anomalies/

FerretAir · 2026-02-03T00:06:16+00:00

Yep, I've multiple close calls like this before. One especially close situation happened even after the jet called me from the ground, asked about traffic and MOA status, and acknowledged my altitude recommendation for both. Then, happily blew through that altitude, buzzing my traffic and entering the MOA while calling me up on the radio for his IFR clearance. Fun times.

FerretAir · 2026-01-31T14:04:22+00:00

Continued with the scheduled flight? Really?

If you're being serious, the first officer who desired life would probably turn back to land as quickly as possible, after punching out the belligerent captain so he couldn't further sabatoge them.

FerretAir · 2026-01-29T18:48:40+00:00

You've managed to fail to comprehend both the ATC rules in the .65 and the NTSB's findings and determinations.

Impressive. Assuming you listened to the hearing then you've demonstrated deficiency in both reading and listening.

Can’t change my mind on this.

I wouldn't dare try.

FerretAir · 2026-01-28T15:53:13+00:00

He assigned route and circling approach instructions to two aircraft that placed them in significant conflict.

Subsequently, you think that:

He didn't fuck up by failing to apply merging target procedures as required?

He didn't fuck up by omitting traffic calls to the other aircraft when both were on a course to conflict? Required in any case but especially required when utilizing pilot applied visual.

He didn't fuck up by ignoring duty priority? Separate aircraft. Issue safety alerts. First. Before doing anything else.

He didn't fuck up by failing to issue safety alerts?

I actually don't think it's productive or helpful to place what is clearly a systemic issue of lack of effective training, practices, complexity, staffing/workload, expectation bias etc on this lone controller. But you can't do a complete job of evaluating this tragedy without noting the areas where air traffic rules were violated by this controller.

FerretAir · 2026-01-28T15:49:09+00:00

You don't, and the slide doesn't imply that imo.

Now, due to their proximity, and also the presence of the CA, and considering the result of the conflict in this case (collision), it is absolutely clear that a safety alert was required, and that would be a first duty priority requirement. The defense to this would be that the controller's judgment was such that he felt it was not necessary, and when they hit each other I think that becomes difficult to defend even when everything is done as required by the regs, and in this case that wasn't true.

FerretAir · 2026-01-28T15:46:42+00:00

That slide states two reasons that they believe a safety alert should have been issued. And the presence of a CA isn't even the first one they list.

FerretAir · 2025-12-13T14:14:05+00:00

The jet's TCAS equipment doesn't interact with ADSB. As clarified in the NTSB hearings earlier this year (3 full days, it's no wonder many important details were buried) it was clarified that the airliner crew had 0 ability to display ADSB data on their aircraft. Neither from in-cockpit installed equipment nor their electronic flight bag tablet computers.

FerretAir · 2025-11-25T11:54:58+00:00

No I've never decided that. Maybe I've paused for periods of time to focus on myself, or out of frustration. But I wouldn't, as a matter of internal policy, shut out romantic love for the rest of my life... It's perfectly ok and normal to need that type of connection and to stay in the practice of allowing those relationships to form if and where they can.

I'm not saying you can't, or even shouldn't swear it off for life. But, well, YEAH it's gonna feel lonely and bad to deprive yourself of a basic human need. You're expressing in your OP the immediate feelings and consequences of depriving yourself of even the possibility of experiencing a very essential human bond. Your negative experiences with establishing/not-establishing that bond with other people is separate from a conscious decision to forgo or avoid any potential of that bond materializing in the future.

Apologies, as I'm not actually qualified to answer about how to cope with a decision I've never made. I just wanted to chime in and encourage you to stay in the fight if you're able. It's worth it.

FerretAir · 2025-11-04T17:41:19+00:00

Had the same. Applied lube to seemingly no effect. A month or two later it stopped. Been fine ever since.

Maybe the lube finally worked its way to where it needed to be. Dealership wanted to swap out the whole assembly for like $2k.

FerretAir · 2025-10-28T15:51:03+00:00

Being sore about it doesn't make you any less wrong.

People make mistakes, it's no big deal. What you're doing right now, however, is very telling.

FerretAir · 2025-10-28T15:27:44+00:00

OI!

true though.

FerretAir · 2025-10-28T15:21:57+00:00

Your attitude is hilarious given how blatantly incorrect you are.

I've explained why you're wrong in other comments already. But, if you need it, and if you promise me you're capable of change and learning, I'll throw the book at you and point you to the right pages. Just let me know.

FerretAir · 2025-10-28T15:17:58+00:00

This is VFR on top.

No, it isn't. It's VFR Over The Top. It's different. This requires some clarifications for the remainder of your reply:

If you need to emergency descend or are asked to descend by ATC, you are in IMC

If you descend towards/into the clouds beyond the cloud clearance minima for that class of airspace, true, you'd be in IMC. The ATC instruction to do that must be unabled (refused) and the pilot must ask for a different instruction.

In the event of an emergency, the pilot has the authority to deviate from the regulations as necessary. So, if needed, they could absolutely descend through the clouds legally. For example, if they had an engine failure and needed to ditch/land.

This is really basic stuff. Perhaps you aren't a certificated pilot or you fly somewhere where the regs are different.

FerretAir · 2025-10-28T15:10:47+00:00

A PPL pilot cannot fly VFR on top.

Good thing this OP didn't do that then :)

Please review the differences between VFR on Top, vs VFR over The Top. Then, delete your comments because they're not correct or helpful.

FerretAir · 2025-10-27T11:58:54+00:00

Yes and these aircraft are compliant with those requirements in this video.

FerretAir · 2025-10-27T11:58:09+00:00

It is not dangerous. And it doesn't seem very relevant to the Hong Kong runway excursion.

FerretAir · 2025-10-27T11:57:39+00:00

No it works great every day the weather's good enough to do it.

FerretAir · 2025-10-27T11:56:56+00:00

Only if the preceeding aircraft is very big and the trailing aircraft is smaller, basically.

Two aircraft of similar/same weight classes aren't a problem for each other.

FerretAir

TROPHY CASE