20020210004039I

(-23) PILOT/OWNER TERRENCE CHASE HONIKMAN, CERT #1715641, US CITIZEN PH: ^PRIVACY DATA OMITTED^ THE PILOT IN WRITTEN STATEMENT SAID, THAT ON FEBRUARY 10, 2002, AT ABOUT 12:35 PM HE TOOK OFF WITH 1 PAX. IN GLIDER N927TH, FROM RUNWAY 25 AT SBA. AT ALTITUDE 10 FEET HE SMELLED SMOKE IN THE COCKPIT, HE REQUESTED EMERG. FREE EQUIPMENT, SHUT THE ENGINE AND LANDED. THE PILOT AND THE PASSENGER GOT OUT SAFELY. THE FIRE TRUCK ARRIVED BUT THERE WAS NO FIRE AND NO VISIBLE DAMAGE. THE PILOT FOUND OIL HAD SEEPED ONTO THE HOT EXHAUST PIPE BELOW THE CRANKCASE WHICH RESULTED IN SMOKE. THE PILOT TAXIED THE GLIDER TO ITS HANGAR. ON 02-11-02, I WENT TO SBA. ON VISUAL INSPECTIN OF THE ENGINE, THERE WAS OIL SEEPAGE FROM THE OIL RETURN LINE SITUATED BELOW THE CRANKCASE ON THE EXHAUST BELOW IT. THIS APPEARED TO BE THE CAUSE OF THE SMOKE. THE AIRCRAFT MAINT. LOGS WERE SAT. THERE WAS NO DAMAGE TO OTHER AIRCRAFT OR PROPERTY. THERE WERE NO FATALITIES AND NO INJURIES. I TOOK PHOTOS. ON 02-13-02 I INFORMED MR. MIKE KISO 816-329-4144 ACO KANSAS CITY, ABOUT THE INCIDENT. (.19) ON FEBRUARY 10, 2002, ABOUT 1245 PACIFIC STANDARD TIME, A STEMME S10-VT MOTORIZED GLIDER, N927TH, MADE AN EMERGENCY LANDING AT THE SANTA BARBARA MUNICIPAL AIRPORT (SBA), SANTA BARBARA, CALIFORNIA, AFTER THE PILOT ENCOUNTERED SMOKE IN THE COCKPIT DURING THE INITIAL TAKEOFF CLIMB. THE PILOT WAS OPERATING THE GLIDER UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT, THE SOLE OCCUPANT, WAS NOT INJURED; THE GLIDER SUSTAINED MINOR DAMAGE. THE PERSONAL LOCAL FLIGHT DEPARTED SANTA BARBARA ABOUT 1239. VISUAL METEOROLOGICAL CONDITIONS PREVAILED, AND NO FLIGHT PLAN HAD BEEN FILED. THE PILOT STATED THAT THE START, TAXI, AND BEFORE TAKEOFF CHECKS WERE NORMAL. HE REPORTED THAT WITH APPLICATION OF FULL THROTTLE, THE ENGINE SPEED REACHED 5,000 RPM (STATIC) AND INCREASED TO 5,400 RPM AS THE AIRPLANE ACCELERATED. THE TAKEOFF WAS NORMAL UNTIL ABOUT THE GLIDER REACHED 20 FEET OF ALTITUDE, WHEN THE ENGINE COUGHED AND LOST POWER. IT CONTINUED RUNNING, BUT AT A REDUCED POWER. A FEW SECONDS LATER, THE PILOT NOTICED A BURNING SMELL AND OBSERVED SMOKE IN THE COCKPIT. THE GLIDER WAS EQUIPPED WITH AN AUDIBLE FIRE-WARNING INDICATOR, WHICH HAD ONE SENSOR ON EACH SIDE OF THE ENGINE THAT WAS DESIGNED TO DETECT HIGH TEMPERATURE IN THE ENGINE COMPARTMENT. THE SYSTEM DID NOT SOUND DURING THE EVENT. HE SHUTDOWN THE ENGINE AND FUEL, NOTIFIED THE TOWER, AND RETURNED FOR LANDING. THE GEAR REMAINED DOWN, AND HE LEFT THE FLAPS AT 5 DEGREES FOR THE LANDING. AS SOON AS THE PILOT SHUTDOWN THE ENGINE, THE SMOKE STOPPED ENTERING THE COCKPIT. A SAFETY BOARD INVESTIGATOR EXAMINED THE GLIDER. THE INVESTIGATOR OBSERVED AN OIL LINE ROUTED OVER THE EXHAUST. THERE WAS NO METAL HEAT SHIELD BETWEEN THE EXHAUST AND THE LINE. THE INVESTIGATOR NOTED THAT THE EXHAUST WAS DISCOLORED GRAY IN THE AREA OF THE OIL LINE. THE DAMAGE WAS LIMITED TO BURNED EXHAUST WRAP AND FIRE SLEEVE. THE PILOT SAID THAT THE COWLING WAS MADE OF CARBON FIBER, AND COATED WITH THERMAL PROTECTION PAINT. HE SAID THE FIRE WAS OIL FED ON THE CENTERLINE OF THE ENGINE. HE ESTIMATED THE DISTANCE BETWEEN THE DAMAGED OIL LINE AND THE EXHAUST, WHICH WAS WRAPPED WITH INSULATION, WAS LESS THAN 1 INCH. THE PILOT FELT THAT THE OIL LINE SHOULD HAVE BEEN MADE OF A DIFFERENT TYPE OF RUBBER.