A B757 cockpit and cabin began filling with smoke; so an emergency was declared; the QRH procedure b...

Narrative:

Approximately 100 NM southeast of a major airport at FL360 smoke and fumes began rapidly filling the cockpit. First officer called out smoke and we put on O2 mask and goggles. First officer grabbed the QRH and began the smoke fire and fumes checklist. I declared an emergency and requested an emergency descent from ATC. ATC and first officer pointed out a major airport was 80 miles in front of the aircraft. I requested diversion to that airport. There were no fire indications and all engine parameters were normal at this point. Number 1 flight attendant called to notify us of smoke and fumes in the cabin. First officer completed smoke fire and fumes checklist and began the smoke removal checklist. Number 1 flight attendant called to tells us that they were seeing smoke from the left engine but no sign of fire. I made a PA to passengers and flight attendants that we were making and emergency diversion; we would make a normal landing and follow the directions of the flight attendants. Passing through 10;000 ft the first officer had completed the smoke removal checklist. The smoke had dissipated enough to remove the O2 mask and goggles. I advised the number 1 flight attendant to prepare the cabin for landing and I did not plan on evacuating the aircraft after landing. As we were descending the left engine oil temp began to rise to a max of 177 degrees and oil pressure began to fluctuate with throttle movement. With the throttles at idle the left engine oil pressure dipped as low as 16 psi but when the throttles were advanced it would return to the normal band. We coordinated with provo approach for a visual approach to runway 10. We landed with 30 flaps; autobrakes 3 to a full stop. After stopping we shutdown the left engine and waited for the aarf to check out the aircraft. I made a PA to the passengers to remain seated and that emergency vehicles would be approaching the aircraft for safety checks. The right engine was shutdown. Aarf reported that fluid was leaking from the left engine. Aircraft was then towed to the gate and secured. I want to emphasize that that the first officer and flight attendants performed professionally and the outstanding job they did insured the successful conclusion of this emergency.

Original NASA ASRS Text

Title: A B757 cockpit and cabin began filling with smoke; so an emergency was declared; the QRH procedure begun and after the diversion was announced a Flight Attendant notified the crew about left engine smoke. The crew then identified left engine high oil temperature and fluctuating oil pressure.

Narrative: Approximately 100 NM SE of a major airport at FL360 smoke and fumes began rapidly filling the cockpit. First Officer called out smoke and we put on O2 mask and goggles. First Officer grabbed the QRH and began the Smoke Fire and Fumes checklist. I declared an emergency and requested an emergency descent from ATC. ATC and First Officer pointed out a major airport was 80 miles in front of the aircraft. I requested diversion to that airport. There were no fire indications and all engine parameters were normal at this point. Number 1 Flight Attendant called to notify us of smoke and fumes in the cabin. First Officer completed Smoke Fire and Fumes checklist and began the Smoke Removal checklist. Number 1 Flight Attendant called to tells us that they were seeing smoke from the left engine but no sign of fire. I made a PA to passengers and flight attendants that we were making and emergency diversion; we would make a normal landing and follow the directions of the Flight Attendants. Passing through 10;000 FT the First Officer had completed the Smoke Removal checklist. The smoke had dissipated enough to remove the O2 mask and goggles. I advised the Number 1 Flight Attendant to prepare the cabin for landing and I did not plan on evacuating the aircraft after landing. As we were descending the left engine oil temp began to rise to a max of 177 degrees and oil pressure began to fluctuate with throttle movement. With the throttles at idle the left engine oil pressure dipped as low as 16 psi but when the throttles were advanced it would return to the normal band. We coordinated with Provo Approach for a visual approach to Runway 10. We landed with 30 flaps; autobrakes 3 to a full stop. After stopping we shutdown the left engine and waited for the AARF to check out the aircraft. I made a PA to the passengers to remain seated and that emergency vehicles would be approaching the aircraft for safety checks. The right engine was shutdown. AARF reported that fluid was leaking from the left engine. Aircraft was then towed to the gate and secured. I want to emphasize that that the First Officer and flight attendants performed professionally and the outstanding job they did insured the successful conclusion of this emergency.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1124274
Time
Date	201310
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Cruise
Flight Plan	IFR
Component
Aircraft Component	Turbine Engine
Person 1
Function	Pilot Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Critical Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

A B757 cockpit and cabin began filling with smoke; so an emergency was declared; the QRH procedure begun and after the diversion was announced a flight attendant notified the crew about left engine smoke. The crew then identified left engine high oil temperature and fluctuating oil pressure.