I had something very similar happen very recently.

On climbout, vfr (squaking 1200), I smelled something burning - a very
strong smell. I turned back to the airport and just a quickly as it came
the smell went away. No obvious panel problems - no breaker tripped - and
the smell stopped. I turned around again and continued on. As I got within
radar contact of home base, approach couldn't pick me up. The narco
transponder appeared to be working fine. A resister in the transponder
burned up.

Adding to the adrenalin rush was the fact that there was so much traffic at
the class D airport I couldn't even get a chance to let the tower know I had
smoke in the cockpit. This was in Houma, LA which is the closest open
airport to New Orleans. There were airplanes *everywhere*.



"Wizard of Draws" wrote in message
news:BF524628.32285%jeffbREMOVE@REMOVEwizardofdraw s.com...
September 17, 2004 1:00 1.3 hrs. (.2 actual)

It was an overcast morning that cleared somewhat to scattered clouds
around
5 and 6 thousand. Steve M. and I had plans to get a little actual on the
way
to Thompson-Mcduffie (KHQU), and possibly log an approach or two. After I
filed and pre-flighted, we hopped in and contacted Atlanta Approach to
open
our flight plan while we sat on the ground. As we sat there, Steve
discovered that we had power to our #2 radio, but no display. Not a flight
ending squawk, but annoying.

After getting our clearance direct HQU at 3000, expect 5000 after 10
minutes, void if not off in 10, we went wheels up from 22 and departed the
pattern from midfield on course 120. As soon as we reached 3000 they
cleared
us to 5000, where we began to run into the clouds. After I leveled off and
setup for cruise, we had a few minutes to enjoy looking at the inside of
the
clouds. When we reached the middle of Lake Lanier, the clouds gave way and
we had a pretty hazy view in front of us.

Then we smelled it. A sharp electrical smell that told us something was
burning and not quite right. Steve quickly turned off the misbehaving #2
radio. The smell got stronger, but there was no visible smoke. A moment
later, when the realization hit home that we might have a serious problem,
I
keyed the mike to tell Atlanta Center that we smelled smoke, may have a
developing issue with our #2 radio, and that we wanted to divert to Athens
as a precaution. He answered immediately that Gainesville was our nearest
airport, and asked if we were declaring an emergency, can we maintain our
current altitude. I replied affirmative on the altitude but we didn't have
an emergency yet, so we just wanted vectors to Gainesville. "OK, turn left
heading 050, and it will be 11 miles at your 12 o'clock." Then he gave us
the pertinent airport info and handed us off to Atlanta Center on 134.8,
telling us that they were aware of our situation. They instructed us to
descend and maintain 3700. Shortly after we arrived there, he cleared us
to
land on the runway of our choice.

By now we were directly over the airport, so we canceled IFR, alerted GVL
UNICOM of our situation and dropped into the pattern where another plane
on
base leg terminated his approach to get out of our way. A pretty gusty
crosswind made for a roller coaster style approach, but we made it down
without bending any metal.

After we parked, we tried to pull the #2 radio to confirm our suspicions
that it was the source of our problem, but we didn't have an Allen wrench
and the shops on the field were all closed. So we called Randall and he
sent
Steve's son Ryan in a 172 with a set that turned out to be too short to be
any good. So we climbed in anyway and didn't turn on the #2 on the way
home
while Ryan flew back in loose formation with us. When Steve pulled out the
radio after we landed at 47A, it was very apparent from the strong smell
coming out of the box that something had burnt inside. Thankfully, it
didn't
develop into anything more serious, whether by luck or turning it off as
quickly as we did.
--
Jeff 'The Wizard of Draws' Bucchino

Cartoons with a Touch of Magic�
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