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You're basically correct. The POH warns you the chute can result in a fataility, and if you have a hard surfaced option, it should be your primary consideration. Maybe for liability reason's they talk about considering the Chute as an option. In the case of an engine failure, the POH states"CAP activation is only warranted if a landing connot be made that ensures little or no risk to the aircraft occupants. It then talks about extremely rough or mountainous terran as a reason to "consider" CAPs Activation. Having said that, in my case, I was shocked how my brain directed me to execute what my instructor taught me. I don't recall making any decisions, it was all about execution. So I need to do a better job of "conditioning" my brain to start with the thought of the chute. I learned the brain is a very powerful asset when the adreneline starts flowing and the pilot gives it the right data. If there is a next time (and I hope there is not), I suspect the chute will be a first option. Let's hope I never have to make that decision again. Thanks for the comment.

We don't stay in ice. We get out of it regardless of the type of airplane. Unfortunately, it's part of upper midwest flying and we all want to be safe.

When the engine went out, my analytical decision making brain was no where to be found. Instead, my confident execution brain took me right back to my training and I executed everything I had been taught. In the future, I want to be sure I think about the chute, but it was cool that everything I feared about losing an engine, never came to light. It is comforting to me that we as pilots can study, train, and practice, and the human brain will remember and react based on that training. A lot of people fear an engine out (I did), but came away with a new found respect for training, because it can save your life.

Bingo!!! Thanks for commenting. Blue Skies.

Thanks for the kind words. That's the goal.... to provide useful and valuable content.

Yes, very lucky. Of course the Midwest is filled with farmland, but still a lot could go wrong. I realize how lucky I was and thankful for my instruction, which allowed me to take advantage of the good fortune that came my way.

A buddy of mine bought a Corvalis TTX with an aftermarket heated leading edge. He moved to Florida before I could get a PIREP on how it worked for him. I was wondering if it would refreeze as it ran over the wing. I also wonder about heat with the composite material. I hear preheaters can mess with the integrity of composite. Like you said, no perfect solution. Decades ago, my dad worked for an alloy company and they thought they had a metal that ice would not stick to, but the FAA tested it and it failed. Maybe I should just move to Phoenix. ;-)

Awesome. Thanks for the comment. The thing I worry about with the TKS is if I don't get even flow. We're supposed to run it every 30 days to prevent the panels from drying out. I don't ever want one wing clean and the other not for obvious reasons. I would prefer boots, but this has worked well for me for several years, so glad I have it.

Not sure what the statistics say, but it's a very popular engine for Bonanza's Cessna, Cirrus, etc. etc. etc. The engine flies a lot. I'm guessing the engine's relaibility is consistent across manufacturers and models. I love the engine. In my case, there is a high probability it was caused by the maintenance shop that performed a top overhaul on the engine.

As stated, the gauges were based on GPS and therefore it was showing groundspeed and not KIAS. I was nowhere near VNE. Thanks for the comment.

We have an LLC. My intent was not to do a legal review, but rather the physical and philosophical implications of "partnering/sharing" an airplane vs doing it on your own. The legal question is an important one, but varies based on multiple factors. I am not a lawyer or expert on those matters, so stayed away from that part of the discussion.

@@pfflying6275 Yes, your yt post title says shared or joint versus sole ownership and this a "fractional ownership" and may be accomplished with more than one strategy. (more than one way to play monopoly) What is the legal reason you chose limited liability company over another formal entity? (Aircraft Trust, Flight Club) I was merely pointing out that it seems you and your co-members (are pursuing a aircraft ownership as a hobby not and using the aircraft to earn income and reduce the Federal or State taxes that may be on any aircraft.) Yes, you are correct, it is best not pass out business entity structure or formation advice if you are not sure what each may be. I am a long time lawyer, real estate attorney, investor, 1031 exchange expert, asset protection expert, but not on aircraft, yet. Moreover, the extra layer of rules the FAA imposes on aircraft ownership and use as person or use as a business is a major consideration for type of ownership. That is the reason I was asking. Finally, I am pointing out you may not want to confuse distinct legal terms. A limited liability company has a Manager and members, not partners. Only a general partnership, a limited partnership or a limited liability partnership has "partners". A corporation has shareholders.

Great eye opening comments, I feel like i have only considered ownership from narrow view

@@Nsaf_UKR Okay to view aircraft as a personal use asset or hobby for fun if that is what you want to use it for. If not a business purpose use it may be best to form a PNP Corp in the State the aircraft is parked in a hanger PNP exempt entity will not pay sales tax, use tax. local property tax, etc. A PNP applies to be a tax exempt entity 501(c)(7) as I recall. (find a hanger before you find a aircraft) and form a flight club. A flight club can be mom, dad, sister brother or other parties to the PNP Corp. A personal use aircraft cannot obtain the tax deductions or tax benefits if not used for any business purpose. Use aircraft for a business purpose and they are treated a lot like rental real estate with a lot of the same tax benefits. Never own risky assets in your own name. First is form best practice legal entity and observe formalities of that entity. In most States in 2025 best asset protection business entity is a Limit Liability Company (LLC) or a Series LLC in States that have Series LLCs. What is the legal reason? LLCs and Series of Series LLCs have "charging order protection", as does a limited liability partnership but with less burdensome or onerous filing requirements. LLCs are Companies. Do not call a Corporation a Company or vice versa as they are distinct legal entities. A Company has members and best practice if for LLC to have a Manager managed company. An LLC Manager may be another LLC that acts as the Manager of the asset owning LLC. Pays bills, files taxes, most importantly receives income. Risky assets can cause harm, safe assets cannot cause harm but can be target for bogus creditor so best practice is to segregate risky assets away from safe assets such as savings, cash operating account, real estate, etc. my 2 cents as a long time REI; litigation and asset protection attorney in Texas.

@@Nsaf_UKR It's eay to get started with some random partner based on a shared passion for aviation and a desire to get a plane. But as discussed, the details and misalignment will become evident pretty quickly.

Flight hours, it was about 1500 hours (estimated). We probably should've gotten a new engine at that point, but we had a new partner in the plane and he was quite upset that we were opting for a new engine. The shop told us they felt a top was an OK solution. Hmmmm.

@@pfflying6275I’m at 1550 and getting a top done Nov 4. The shop only recommended a top because compressions are starting to come down in the the high 40’s now. A top should easily get you to TBO.

Thank you!!!

Thank you. Appreciate you checking in and commenting.

I was so frustrated. I actually was going to reshoot it today, but the ceilings dropped and the winds were pick up to 30+ knots, so decided to go with what I had. I need to get a second camera, so I can adjust the cameras for outside or inside. Thanks for putting up with me. The good news is it keeps the viewer focused on the cockpit, which is what I wanted.

I came out with the analysis in a later video. I'll get you a link to that

th-cam.com/video/rU-Do2w9hvo/w-d-xo.html

@@pfflying6275 Thanks! I found it after searching your posted vids. Not sure if it was my missing the conclusion on the "next" youtube feed or if youtube failed to show it to me. In any case, saw the vid! As some of the subsequent discussion wondered, no root cause of what caused the bearing to shift. Seems like if I were Continental, I'd want to know the root cause that caused the cause ;).

@@rollamichael Let's just say it was either a defect or since it just came out of a top overhaul, it could either be the wrong torque &/or the wrong process used. I have my opinion.

@@pfflying6275 Hmmm, I'm thinking a top overhaul wouldn't have involved mucking with a crank shaft bearing, but what do I know? BTW, beautiful looking Cirrus and thank you for posting your vids. And... I did some adsbexchange spelunking on your flight and one of the night flights I was referring to in my initial comment was almost exactly where you had to put down. It was KLPR KFZI KPCW KLPR. I wanted to fly high but my CFI wouldn't let me. I had to put "engine out" thoughts out of mind and, instead, just contend with navigating at night (finding airports at night is hard, even with gps and rotating airport beacons!) and dealing with decent cross winds on take offs and landings.

You're right. Although if there had been a full moon and snow on the ground, it looks like daytime. I hope I would;ve been smart enough to pull the chute at night. At least that's what I am telling myself.

@@pfflying6275 Full moon at night with snow would be good, I wonder about frozen or partially frozen fields as a landing surface, better or worse? Chute at night. Sounds like best option even knowing it totals the airplane, but need to make that call quickly if you're 2500 MSL. Granted, I've only flown at night twice, but my thought is flying @8-9k would be my personal "minimum" were I ever to do this again on purpose ;).

Thankks for sharing. What caused your windshield to break. I've thought about what it must be like to have a bird strike that comes through the windshield. Hearing about being convered in feathers and blood has to be a terrifying experience. Again, thanks for taking the time and for adding your comments.

Chuck, thanks for your comment and question. My biggest takeaway from the incident was learning how the brain took over. I don't recall making any decisions, but rather executed everything I was taught in the order it was taught to me. If you saw the part of the video in which my CFI took me through the emergency procedures some 5 months earlier, my actions on that April morning were the exact same. Pitch for best glide, find a landing spot, try to restart and then make the Mayday call. If I was in a more remote area, it may have had more value to help me being found, especially if I were incapable of making any calls for help once I was on the ground. If nothing else, it was an announcement of approximately where I was and what I was dealing with. If I there hadn't been any time to make the call, I assume I wouldn't have done it. Again, I don't remember thinking what should I do and in what order..... it just happened and when I had done everything but land the plane, my finger selected 121.5 and then pressed the PTT and said what you heard on the video. Kind of cool when you think of it.

@@pfflying6275 then i still don't know of any VFR emergencies where using the radio will help unless you are already on frequency with ATC. nothing as distracting and worhtless as a radio are as important as choosing the safest place to put it down and executing a flawless approach and landing. if you can walk away unharmed you still don't need a radio, who doesn't have a cell phone nowdays?

Thank you for your comment. Hope the video had value for you.

Dan, thanks for the comments. Love the SR22. Will check out the Risen. Engine was high time (lower than TBO), but running well. Without getting into specifics, the issue was caused by something other than the age of the engine. I am leaving my opinion out of it, but the three areas that has earned everyone's focus was improper procedures during a top overhaul, improper torque on a cylinder during that same process or the possibility of a defective part. As far as the cost of the removal from the field, in round numbers, it was about $20K. It was a multi hour trip which required two trips.

@@pfflying6275 brutal. was the engine replacement covered then?

@@DanFrederiksen There are some details better left out of the conversation (trying to be respectful of all parties). Having said that, the bottom line is the engine was not covered by insurance. It was relatively high time vs. TBO, so not unexpected by me.

@@pfflying6275 what's the price of a new engine then? I hear it has risen to around 100k$

@@DanFrederiksen Ours is Normally Aspirated and it was a Manufacturer Reman. Without the previous core, they were about $81K. With both halves of the core, it was $63K. I have a buddy with a turbo and believe he got factory new for over $100K.

Glad to hear. I agree with you that it seemed way too complicated, but tried to see the logic of the layout. Evidently I must've gotten some things right. Really appreciate you commenting.

Yes, all cylinders. You're exactly right. I learned a lot of lessons from this and now know what questions to ask the shop. Very educational.

Very nice note. Thank you. I'm glad you found value in the video. Congrats on joining the ranks of being a pilot. So few people have done what you have. Too bad. They don't know what they are missing. 😉. Blue Skies and Tailwinds.

Thanks!!!

I've answered the question about why I didn't pull the chute several hundred times. It's actually quite interesting how my brain took over and helped me through the emergency. Regarding the Cirrus perspective, they suggest using CAPS when other options are not available. Most notably a hard surface option. Technically you're right, but their verbiage provides some leeway. In retrospect, I was lucky, but thankfully my training paid off. Pulling the chute would have been a very good decision in this case.

@@pfflying6275 I totally see your point. Retrospectively, don't you think that emergency landing training, which starts with the "CAPS is not available" phrase could result in some bad memory muscle habit?

@@bildrcz My work with the CFI was specifically for the commercial checkride, so he was making it clear that for this exercise, it was not available. Plus commercial checkride aside, we should all be able to glide our airplane. I fly other planes besides the Cirrus and sometimes the parachute is not advised. So while I understand your point, the failure was less about the training and more about me not training myself to start with both options. I was amazed at how the brain responded and saved me, but I need to work on at least considering the chute. It all happened so fast. At less than 2,000 feet, I followed my brain. If I had been at 8,000 feet, I suspect it would've been much different. I know it will be in the future. So this one (the blame) falls on me and no one else.

Funny how that works!!! 😉

Thanks Aero. I always say we have to replace fear with respect. Fear results in reactive and impulsive decisions. Respect makes it more of a planned and proactive action. To get there, it's all about study, training, and practice. That leads to confidence, which leads to being a better pilot. Love that you stay on top of your situational awareness. That translates to confidence and good outcomes too. Continued success to you. Blue Skies!!!

Thanks for your comment. It's hard to come up with videos that resonate with people on an ongoing basis. Your comments keep me going. Need to pick up the pace!!! Blue Skies.

@@pfflying6275 If you’re taking requests, I’d love to see your flight planning routine. What tools do you use? How do you use them? How do you choose your route? The why’s and how’s. Your weather review and prep. The stuff you do before the engine is started. I love the nitty gritty.

@@apeelvis Love it. I will get working on it. THANKS!

Welcome aboard. I generally spend a lot of time on editing. Yesterday was a bit of exception. I've always used one camera, but agree I need at least one more camera. In the past I've used Picture in Picture to provide overlays, but you've convinced me otherwise. I hope you check out some of the other videos. I always welcome feedback. Blue Skies!!!

Thank you for taking the time to comment. I love flying and want to do it right. Wishing you all the best.

Thank you for taking the time to comment. Blue Skies.

So let it be written...... So let it be done!

Thanks. In this case, it worked out.

Some initial jitters, but realized this was caused by a mistake with a maintenance shop and probably would not happen again. I love flying and understand there are risks, just like every form of movement a human can do. Just have to study, train, and practice to mitigate risks.

My brain went right there. It took over (thankfully). I had no thoughts of doing anything else.

They are great airplanes. All makes and models are subject to the possibilities of maintenance induced failures. Pilots must have training on handling emergencies and practice so when it's required, we can mitigate our risks.

Thanks. Hope you do the same, whatever that dream is.

Thanks Carson. Appreciate you taking the time to comment. Need to get you to Chicago and go flying.

Thanks. Took 7 minutes to get to the jet experience, but throught people might be interested in the process to get there. Two birds type of thing. Appreciate you tuning in and commenting.

Time is relevant for those experiencing it. The whole video was enjoyable to watch, Cheers.

Karla, I have answered that question so many times, I was hoping to just cut and paste the answer, but now I can't find it. When the adreneline hit, I went into total execution mode, just replaying what my CFI taught me to do in that clip I included in the video. I did not make any decisions, the brain made all of them. It's too easy from behind the keyboard to say this is what I will do or what I won't do. My brain took over and I didn't pull the chute. In retrospect, I probably should have and have taken steps to ensure I default to that. By the way, the POH states that if a suitable landing option exists, do not pull the chute. Of course i think they say that for legal reasons and they state that pulling the chute may result in a fatal outcome. So I wish I could tell you that I made a conscious decision to not pull the chute, but that didn't happen. I became a slave to my brain. Thank goodness because it resulted in my executing an off airport landing with a 180 degree turn into the wind and landing on a flat bean field aligned with the grain (furrows). Thanks for asking. All the best.