My Dad and I were up in the 6A this morning for a local training flight. My Dad was PIC. Lifted off and were climbing out on our way to 7500 feet. At about 1000 AGL, I noticed a faint smell of Hypoid fluid. Hmmm unusual.
I switched the engine monitor over to scan mode to look at the gearbox temps. No issue at 55C. We leveled off and both commented on the smell which was not subsiding but not getting any worse either. We both decided a return the the airport was in order.
Called Calgary Terminal and let them know our intentions and that we had an odor in the cockpit. They gave us a return course and authorized a descent to 6000. Pulled back power to 20 inches and started down slowly while watching gearbox temps. We were about 10 miles from Springbank Airport so we didn't want to get rid of too much altitude just in case. Gearbox temp stayed at 55C. The smell disappeared after a couple minutes.
We requested to remain high and Calgary asked us if we wished to declare an emergency. We declined but he authorized any altitude and cleared us for downwind left 16 before handing us over to Springbank Tower. We stayed high and close in with lots of speed on. Springbank Tower held waiting traffic and made us #1, clearing us for the full stop. Kept the base tight and only lowered half flap on late base- still with 95 knots on. High on final but no problem with 5000 feet of runway and a bit of slipping to get rid of some energy and altitude.
My Dad did a good landing in the crosswind conditions.
Taxied in and shut down. A few drops of oil on the ground and some oil on the bottom of the cowling made it clear we had made the right decision to return early.
Could only remove the top cowling so far. Looks like the oil was coming from the gearbox breather. Prop backlash on the gearbox was normal. Strange indeed, have to wait for it to cool down to investigate further.
Anyway we both felt good about the decision and how everything was handled. The controllers were great. If there are any lessons to be learned, maybe here are a few:
1. Unusual smells are caused by something. Don't hope they will go away. Best to investigate on the ground rather than trouble shoot in the air.
2. You never HAVE to complete any flight. Don't be afraid to turn back if something is not right.
3. Let ATC know what you want and need and maybe a little bit about your problem. They are there to assist and will gladly give you priority if they can even if you don't declare an emergency. On the flip side, If you believe your problem may be serious, don't hesitate to declare an emergency.
4. Keep your altitude and speed up until you are sure the field is made. I would never use full flap unless you are almost over the button. If you are one to always use full flap on every landing, include some training with no and half flaps so you are up on the handling and attitude differences.
The 6A has been very reliable for the last 4 years, almost zero maintenance and snags but I've never become complacent that nothing will ever go wrong with it. Before every flight, we brief on what we will do in the event of a power loss depending on wind and runway in use. Brief on respective duties etc. We don't fly over the rocks or even large forested areas, no lights so we don't fly at night either. We also do plenty of training to stay sharp.
It turned out well today but given the amount of oil on the cowling, had we proceeded with the planned 90 minute flight, it is quite possible we would have had a very bad day, ending up forced landing in a field somewhere. As usual, we both learned something new on this flight which can be applied in the future.
I switched the engine monitor over to scan mode to look at the gearbox temps. No issue at 55C. We leveled off and both commented on the smell which was not subsiding but not getting any worse either. We both decided a return the the airport was in order.
Called Calgary Terminal and let them know our intentions and that we had an odor in the cockpit. They gave us a return course and authorized a descent to 6000. Pulled back power to 20 inches and started down slowly while watching gearbox temps. We were about 10 miles from Springbank Airport so we didn't want to get rid of too much altitude just in case. Gearbox temp stayed at 55C. The smell disappeared after a couple minutes.
We requested to remain high and Calgary asked us if we wished to declare an emergency. We declined but he authorized any altitude and cleared us for downwind left 16 before handing us over to Springbank Tower. We stayed high and close in with lots of speed on. Springbank Tower held waiting traffic and made us #1, clearing us for the full stop. Kept the base tight and only lowered half flap on late base- still with 95 knots on. High on final but no problem with 5000 feet of runway and a bit of slipping to get rid of some energy and altitude.
My Dad did a good landing in the crosswind conditions.
Taxied in and shut down. A few drops of oil on the ground and some oil on the bottom of the cowling made it clear we had made the right decision to return early.
Could only remove the top cowling so far. Looks like the oil was coming from the gearbox breather. Prop backlash on the gearbox was normal. Strange indeed, have to wait for it to cool down to investigate further.
Anyway we both felt good about the decision and how everything was handled. The controllers were great. If there are any lessons to be learned, maybe here are a few:
1. Unusual smells are caused by something. Don't hope they will go away. Best to investigate on the ground rather than trouble shoot in the air.
2. You never HAVE to complete any flight. Don't be afraid to turn back if something is not right.
3. Let ATC know what you want and need and maybe a little bit about your problem. They are there to assist and will gladly give you priority if they can even if you don't declare an emergency. On the flip side, If you believe your problem may be serious, don't hesitate to declare an emergency.
4. Keep your altitude and speed up until you are sure the field is made. I would never use full flap unless you are almost over the button. If you are one to always use full flap on every landing, include some training with no and half flaps so you are up on the handling and attitude differences.
The 6A has been very reliable for the last 4 years, almost zero maintenance and snags but I've never become complacent that nothing will ever go wrong with it. Before every flight, we brief on what we will do in the event of a power loss depending on wind and runway in use. Brief on respective duties etc. We don't fly over the rocks or even large forested areas, no lights so we don't fly at night either. We also do plenty of training to stay sharp.
It turned out well today but given the amount of oil on the cowling, had we proceeded with the planned 90 minute flight, it is quite possible we would have had a very bad day, ending up forced landing in a field somewhere. As usual, we both learned something new on this flight which can be applied in the future.
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