Sure. Sadly, not only are other planes (DA40, etc.) just as safe without a parachute, the parachute leads to bad ADM amongst some Cirrus owners.

Flying around in forecast icing at night in the mountains in a Cirrus is beyond bad judgement.

Fleet hours are likely 90 or 95+ % non-icing conditions, making this a silly statement

Fleet hours are likely 90 or 95+ % non-icing conditions, making this a silly statement

The POH and CAPS training documents list activiation of the CAPS in the event of a spin both for ease of recovery and to make the OEM more immune to litigation.

The rumors that Cirruses cannot recover from spins fester on GA forums by ignorant pilots trash talking each other about their aircraft. Other aircraft such as the Lancair/Columbia LC-550FG series did not undergo spin certification as part of the certification process and were not equipped with ballistic parachutes (they also can successfully recover from spins as well).[/quote]
Sure. Sadly, not only are other planes (DA40, etc.) just as safe without a parachute, the parachute leads to bad ADM amongst some Cirrus owners.

Flying around in forecast icing at night in the mountains in a Cirrus is beyond bad judgement.[/quote]

Tens of thousands of safe flight hours by TKS equipped Cirrus in those conditions beg to differ.

There was ONE accident back in 2005, a non-turbo, non-FIKI Cirrus at 14,000 feet in Nevada.That one accident has grown into a "all Cirrus are killers in ice" internet phenomenon. The truth is that that pilot mishandled his situation, and he would have done the same in any other booted plane. The report is under NTSB LAX05FA088.

A second accident occurred in 2019, in similar conditions, but with the additional forecast possibility of SLD icing conditions. Another non-turbo plane operating at its' limits. Put a turbo on it, with the ability to climb quickly through and get on top of icing conditions, and the problem goes away. The same way turboprops and jets handle ice. Get out of it.[/quote]

Glenn turbo works sometimes. As they say “depends”. SETP’s do decent down low. Try to climb in the high teens in ice and remember New Jersey pilot, or me when I could no longer climb at 210 in an 850. Changing altitude only works when it works. Some people don’t have enough experience to know when to turn around and others do. Icing with expectation of more, of any kind, in a SEP is meant to get out of. Piston twins too. IMO

NJ pilot never extended ice vanes, right? Switch was in wrong position

Problems on NJ flight IMO(? marks mean I’m assuming/conjecturing) based on facts I’ve read and experience in TBM:

He climbed on AP(?), POH says hand flying required in ice period…
“Veins” > in TBM the Inertial Separator serves that purpose and must be deployed in precipitation(never heard this was not done in this case)
Climb rate decreases with altitude, faster with IS deployed
TBM begins losing power in high teens to low 20’s, without ice accumulating, with ouch
Reports of moderate icing by airliners that day between 10k and at least 17,500’.

Reported: Zero ice at 10,000’ (not in clouds) and below where he was before initiating the climb

At 17,500’
AP still engaged (?) in climb with ice accumulating(?) and AP DISengages
Power left in after AP disengaged(?)
What was yaw situation when AP disengaged(?) RUDDER in climb?
Failed to pull power after AP disengage(?)

Wish we knew what truly happened. I believe factors above created his problems. If he had pulled power when AP disengaged, leveled wings, then slowly pulled out of left spiraling turn/dive. Would he be here today with family? Not easy when you’ve been on AP, feet on floor, and SHF in IMC as I suspect.

Very good article on icing here: http://www.angelflightne.org/images/Docs/icing_tbm.pdf

MAN … That’s the most ignorant thing I have ever read anybody try in a single engine piston airplane. You best be careful my friend,,,, and lucky.

MAN … That’s the most ignorant thing I have ever read anybody try in a single engine piston airplane. You best be careful my friend,,,, and lucky.

MAN … That’s the most ignorant thing I have ever read anybody try in a single engine piston airplane. You best be careful my friend,,,, and lucky.

I take it you have zero time in Cirrus SR22 FIKI equipped airplanes. In moderate ice, the only place that any ice sticks, is a tiny part of the wingtips outboard of the lights, and to the front of the main wheel fairings. There is no luck needed. Just full TKS tanks, and avoid SLD conditions, just like the jets do. I've got plenty of test data on icing effects on all types of planes, from a test & certification standpoint. Where you go looking for the worst, to prove the plane can handle it, as part of the pre-certification flight tests.[/quote]

Ummm. what do you do if the TKS pump quits and you are in solid moderate icing at the MEA?

You are basically betting your life on a TKS pump.

no thanks.

It's a bad idea in anything piston powered, even if it is FIKI.

I owned a FIKI turbocharged twin for a decade and wouldn't choose to do that.

Maybe if I was 25, getting paid minimum wage to fly a barely legal freight dog Baron packed to the rim with stool samples, I'd do it. But mostly because of not knowing better.

Swagger and aircraft rarely make good companions. Swagger, SEP's, and ice make for an even worse combination.

I've flown a brand new, FIKI SR22T in some very mild icing conditions. The TKS does work. It also makes the wing incredibly slippery, like break your leg slippery falling off the wing, even with the grip tape!

But - in a piston anything, I view it as an escape, not as a primary plan.

So the air filter is heated?

I don't think it is on the SR22T with FIKI. It only has to be demonstrated free from icing.

My FIKI Seneca II air filters were not heated. They were demonstrated free of ice and they also had spring-loaded doors that opened if the filter was blocked for any reason which could also be manually opened with a cockpit control.

The stall warning vanes and the fuel tank vents were heated.