SMA MAKES A PRECAUTIONARY LNDG WHEN ENG OIL IS LOST.

Narrative

PAX HAD BEEN COMPLAINING OF HYDROCARBON-TYPE SMELL IN COCKPIT DURING SIGHTSEEING FLT. WHEN I CHKED THE GAUGES; THEY SHOWED LOW OIL PRESSURE AND HIGH OIL TEMP. SINCE WE WERE NEAR MY OLD 'STUDENT PRACTICE AREA;' I WAS FAMILIAR WITH THE TERRAIN. A CHK OF THE CHARTS SHOWED A PRIVATE GRASS AIRFIELD AT A LOCATION WHERE MY INSTRUCTOR AND I HAD PRACTICED EMER APCHS. I HEADED FOR THIS AIRFIELD AND MADE MY FIRST ACTUAL GRASS FIELD LNDG. UPON EXITING THE PLANE WE SAW COPIOUS OIL STREAKS DOWN THE L SIDE OF THE FUSELAGE AND ON THE LEFT WING. 2 QUARTS REMAINED IN THE SUMP. THE AIRFIELD MGR; ALSO AN A&P; DISCOVERED A PROB WITH THE #3 CYLINDER -- NO COMPRESSION AND OIL ON THE PLUGS. WE WERE EXTREMELY LUCKY THAT THIS HAPPENED IN A FAMILIAR LOCALE WITH A FORTUITOUSLY PLACED AIRFIELD. I WAS ABLE TO RECOGNIZE THE CLASSIC SIGNS OF OIL PROBS AND LAND THE PLANE SAFELY AS A RESULT OF MY TRAINING. MY TRAINING ALSO PREPARED ME TO MAKE AN IMMEDIATE DECISION TO LAND AND NOT TO TRY AND MAKE IT BACK TO HOME BASE. TO PREVENT A RECURRENCE: CHK THE ENG INSTS MORE FREQUENTLY. AN EARLIER INDICATION OF THE PROB COULD HAVE BEEN USEFUL. ALSO; THE PLANE; CLUB OWNED; HAD BEEN SHOWING HIGH OIL CONSUMPTION FOR SEVERAL WKS. ALTHOUGH NOTHING SHOWED UP IN PREFLT OR RUNUP; THIS SHOULD HAVE CAUSED ME TO BE MORE ALERT TO OIL-RELATED PROBS.