Narrative:

A preflight inspection was performed including a run-up on mooney (M20K) before departing runway 35 at northwest regional airport (52F) in roanoke, tx, which is where the aircraft is based. There were 2 souls onboard including myself and my passenger. We departed runway 35 at northwest regional airport (52F) under VFR conditions. After rotation and upon becoming airborne with a positive rate of climb, I retracted the landing gear. Following landing gear retraction, still climbing out on a runway heading, I retracted the flaps from the takeoff setting. All system were perfectly functional and the airplane was flying with no apparent problems. I began to reduce my power settings to cruise climb and turn left crosswind for a downwind departure when a horrible noise began coming from under the cowling in the engine compartment. It sounded like something was coming apart and metal was violently hitting metal. I immediately recognized that we had a problem and told my passenger that we were going to land immediately. Almost instantly after the noise began, my passenger and I both smelled a strong, toxic burning smell which was immediately followed by intense, toxic smoke inside the cockpit. I immediately made the radio call that I was making an emergency landing on runway 17 at northwest regional airport (52F). With runway 17 in sight, I immediately lowered the landing gear and the flaps and made an emergency descent for the runway. The smoke was intensifying rapidly, and there was a strong toxic odor of wires burning. The intense toxic smoke and the smell were impairing our eyesight and breathing. Fearing an electrical fire I immediately shut down the system by turning off the master switch. This stopped the landing gear from completely locking down in place and stopped the flaps from completely lowering. Immediately following that action, we were approaching the threshold of runway 17. As we touched down, the landing gear folded up into place and the airplane skidded straight down the runway until veering off into the grass and coming to a complete stop. My passenger and I immediately exited the airplane with no injuries and minor damage to the airplane. Upon giving a report to the FAA the engine cowling was removed by a certified mechanic and it was determined that a clamp had broken off of the turbo-charger where the exhaust pipe fits into the turbo-charger. This is what caused the horrible noise upon power reduction as the exhaust pipe was hitting the airplane and the intense, toxic smoke and smell was caused by the intense heat of the air coming from the turbo-charger with no exhaust pipe connected to the turbo-charger.

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Original NASA ASRS Text

Title: A MOONEY PLT LANDS WITH HIS GEAR NOT FULLY EXTENDED WHEN HE RETURNS LANDS WITH AN ENG PROB. SMOKE AND FUMES CREATED THE NEED FOR THE ELECTRICAL TO BE TURNED OFF ON SHORT FINAL AT 52F, TX.

Narrative: A PREFLT INSPECTION WAS PERFORMED INCLUDING A RUN-UP ON MOONEY (M20K) BEFORE DEPARTING RWY 35 AT NORTHWEST REGIONAL ARPT (52F) IN ROANOKE, TX, WHICH IS WHERE THE ACFT IS BASED. THERE WERE 2 SOULS ONBOARD INCLUDING MYSELF AND MY PAX. WE DEPARTED RWY 35 AT NORTHWEST REGIONAL ARPT (52F) UNDER VFR CONDITIONS. AFTER ROTATION AND UPON BECOMING AIRBORNE WITH A POSITIVE RATE OF CLB, I RETRACTED THE LNDG GEAR. FOLLOWING LNDG GEAR RETRACTION, STILL CLBING OUT ON A RWY HEADING, I RETRACTED THE FLAPS FROM THE TKOF SETTING. ALL SYS WERE PERFECTLY FUNCTIONAL AND THE AIRPLANE WAS FLYING WITH NO APPARENT PROBS. I BEGAN TO REDUCE MY PWR SETTINGS TO CRUISE CLB AND TURN L XWIND FOR A DOWNWIND DEP WHEN A HORRIBLE NOISE BEGAN COMING FROM UNDER THE COWLING IN THE ENG COMPARTMENT. IT SOUNDED LIKE SOMETHING WAS COMING APART AND METAL WAS VIOLENTLY HITTING METAL. I IMMEDIATELY RECOGNIZED THAT WE HAD A PROB AND TOLD MY PAX THAT WE WERE GOING TO LAND IMMEDIATELY. ALMOST INSTANTLY AFTER THE NOISE BEGAN, MY PAX AND I BOTH SMELLED A STRONG, TOXIC BURNING SMELL WHICH WAS IMMEDIATELY FOLLOWED BY INTENSE, TOXIC SMOKE INSIDE THE COCKPIT. I IMMEDIATELY MADE THE RADIO CALL THAT I WAS MAKING AN EMER LNDG ON RWY 17 AT NORTHWEST REGIONAL ARPT (52F). WITH RWY 17 IN SIGHT, I IMMEDIATELY LOWERED THE LNDG GEAR AND THE FLAPS AND MADE AN EMER DSCNT FOR THE RWY. THE SMOKE WAS INTENSIFYING RAPIDLY, AND THERE WAS A STRONG TOXIC ODOR OF WIRES BURNING. THE INTENSE TOXIC SMOKE AND THE SMELL WERE IMPAIRING OUR EYESIGHT AND BREATHING. FEARING AN ELECTRICAL FIRE I IMMEDIATELY SHUT DOWN THE SYS BY TURNING OFF THE MASTER SWITCH. THIS STOPPED THE LNDG GEAR FROM COMPLETELY LOCKING DOWN IN PLACE AND STOPPED THE FLAPS FROM COMPLETELY LOWERING. IMMEDIATELY FOLLOWING THAT ACTION, WE WERE APCHING THE THRESHOLD OF RWY 17. AS WE TOUCHED DOWN, THE LNDG GEAR FOLDED UP INTO PLACE AND THE AIRPLANE SKIDDED STRAIGHT DOWN THE RWY UNTIL VEERING OFF INTO THE GRASS AND COMING TO A COMPLETE STOP. MY PAX AND I IMMEDIATELY EXITED THE AIRPLANE WITH NO INJURIES AND MINOR DAMAGE TO THE AIRPLANE. UPON GIVING A RPT TO THE FAA THE ENG COWLING WAS REMOVED BY A CERTIFIED MECH AND IT WAS DETERMINED THAT A CLAMP HAD BROKEN OFF OF THE TURBO-CHARGER WHERE THE EXHAUST PIPE FITS INTO THE TURBO-CHARGER. THIS IS WHAT CAUSED THE HORRIBLE NOISE UPON PWR REDUCTION AS THE EXHAUST PIPE WAS HITTING THE AIRPLANE AND THE INTENSE, TOXIC SMOKE AND SMELL WAS CAUSED BY THE INTENSE HEAT OF THE AIR COMING FROM THE TURBO-CHARGER WITH NO EXHAUST PIPE CONNECTED TO THE TURBO-CHARGER.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.