Narrative:

Departed ZZZ for destination ZZZ1. After start up; turned on APU bleed air to provide additional cabin warmth. The cockpit became uncomfortably warm; and I was unable to adjust the temperature in automatic or manual temperature conditioning mode; so I turned off the APU bleed to slow the rate of warmth in the aircraft; and attended to after start checks and taxi clearance. Prior to line up; the cabin temperature was reading +18; but the temperature in the cockpit was still very warm; but not hot. I was still unable to adjust the temperature; but disregarded the issue; thinking that the temp would come down eventually. Cabin temperature was only slightly uncomfortable. No warning annunciations illuminated. Shortly after takeoff; climbing through about 1500 feet AGL; the condg ovht (conditioning system overheat) amber annunciation on the warning panel illuminated. I referenced the qrf and completed the procedure for the condition. The first step of the procedure directed that the temperature control revert to manual mode. That was ineffective in extinguishing the amber annunciation. The next corrective step in the procedure directed that the bleed air switch be turned off for the affected side. The crew bleed air switch was placed in the off position. The condg ovht annunciation extinguished. All appeared normal after the procedure. No after effects observed.the aircraft was at its cruise altitude of FL390 for about 10 minutes when I left my seat to put down the cabin door curtain and check on the passengers. The passengers mentioned that they thought the temperature to be slightly warm and they noticed a smokey odor. I noticed a slight haze in the cabin. I returned to the cockpit to adjust the cabin temperature and scan for any change in indications. I mentioned to the sic (second-in-command)/PF (pilot flying); that there was a thin haze and he mentioned that it was starting to smell like electrical smoke or burn. In a matter of seconds; the odor increased in intensity and smoke became noticeably visible in the cockpit.I commanded the sic/PF to don his oxygen mask; goggles and to begin an emergency descent. I donned my oxygen mask and smoke googles; and transmitted to ATC [of our situation] and that we were beginning an emergency descent. ATC acknowledged; and cleared us to descend to FL300. ATC then asked us if we wanted to divert to a nearby airport. After a couple of transmissions the crew decided and communicated with ATC that ZZZ2 was the choice for diversion. ATC gave us a vector heading to the southeast. As we came up to the last assigned altitude; ATC issued a new altitude; of which I responded; we are continuing down. Subsequently; ATC progressively issued altitude assignments; which we disregarded; but announced passing through and declaring; 'continuing descent'. We did not incur any TA's or any other traffic conflicts. The aircraft was at a high rate of descent (+4000 FPM) and airspeed (+250 kts) below 10;000 feet. The aircraft pressurization was dumped at about 8000 [ft] MSL; the smoke cleared. We continued our high rate of descent to level off altitude (about 3000 ft MSL). The aircraft speed was over 300 kts until about 10 miles from the landing runway.emergency services were requested with approach control and tower frequencies. A visual approach and landing was accomplished to [the runway] after a landing clearance was received. The aircraft approached and landed in the normal landing configuration (gear down; full flaps/slats). Landing and touchdown was accomplished at vref plus 10; with normal indications and without incident. Aircraft braked normally to a full stop; and aircraft exited the runway at runway midpoint taxiway with normal deceleration and control. Clear of the runway and stopped at taxiway; I commanded the sic/PF to apply the parking brakes and perform engine shutdown and emergency evacuation checklist. I went to the cabin to brief the passengers on evacuating the aircraft; and opened thecabin door to evacuate occupants.after all occupants were evacuated and fire crews determined there was no fire or risk of fire; the aircraft was towed to the FBO ramp by towing vehicles and airport authority escort.

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Original NASA ASRS Text

Title: Air taxi Captain reported smoke in the cabin and flight deck due to air conditioning systems malfunctions.

Narrative: Departed ZZZ for destination ZZZ1. After start up; turned on APU bleed air to provide additional cabin warmth. The cockpit became uncomfortably warm; and I was unable to adjust the temperature in AUTO or Manual temperature conditioning mode; so I turned off the APU bleed to slow the rate of warmth in the aircraft; and attended to after start checks and taxi clearance. Prior to line up; the cabin temperature was reading +18; but the temperature in the cockpit was still very warm; but not hot. I was still unable to adjust the temperature; but disregarded the issue; thinking that the temp would come down eventually. Cabin temperature was only slightly uncomfortable. No warning annunciations illuminated. Shortly after takeoff; climbing through about 1500 feet AGL; the CONDG OVHT (Conditioning System Overheat) amber annunciation on the warning panel illuminated. I referenced the QRF and completed the procedure for the condition. The first step of the procedure directed that the temperature control revert to MANUAL mode. That was ineffective in extinguishing the amber annunciation. The next corrective step in the procedure directed that the bleed air switch be turned off for the affected side. The Crew Bleed Air switch was placed in the OFF position. The CONDG OVHT annunciation extinguished. All appeared normal after the procedure. No after effects observed.The aircraft was at its cruise altitude of FL390 for about 10 minutes when I left my seat to put down the cabin door curtain and check on the passengers. The passengers mentioned that they thought the temperature to be slightly warm and they noticed a smokey odor. I noticed a slight haze in the cabin. I returned to the cockpit to adjust the cabin temperature and scan for any change in indications. I mentioned to the SIC (Second-in-Command)/PF (Pilot Flying); that there was a thin haze and he mentioned that it was starting to smell like electrical smoke or burn. In a matter of seconds; the odor increased in intensity and smoke became noticeably visible in the cockpit.I commanded the SIC/PF to don his oxygen mask; goggles and to begin an emergency descent. I donned my oxygen mask and smoke googles; and transmitted to ATC [of our situation] and that we were beginning an emergency descent. ATC acknowledged; and cleared us to descend to FL300. ATC then asked us if we wanted to divert to a nearby airport. After a couple of transmissions the crew decided and communicated with ATC that ZZZ2 was the choice for diversion. ATC gave us a vector heading to the southeast. As we came up to the last assigned altitude; ATC issued a new altitude; of which I responded; we are continuing down. Subsequently; ATC progressively issued altitude assignments; which we disregarded; but announced passing through and declaring; 'continuing descent'. We did not incur any TA's or any other traffic conflicts. The aircraft was at a high rate of descent (+4000 FPM) and airspeed (+250 kts) below 10;000 feet. The aircraft pressurization was dumped at about 8000 [ft] MSL; the smoke cleared. We continued our high rate of descent to level off altitude (about 3000 ft MSL). The aircraft speed was over 300 kts until about 10 miles from the landing runway.Emergency services were requested with Approach Control and Tower frequencies. A visual approach and landing was accomplished to [the runway] after a landing clearance was received. The aircraft approached and landed in the normal landing configuration (gear down; full flaps/slats). Landing and touchdown was accomplished at Vref plus 10; with normal indications and without incident. Aircraft braked normally to a full stop; and aircraft exited the runway at runway midpoint taxiway with normal deceleration and control. Clear of the runway and stopped at taxiway; I commanded the SIC/PF to apply the parking brakes and perform engine shutdown and emergency evacuation checklist. I went to the cabin to brief the passengers on evacuating the aircraft; and opened thecabin door to evacuate occupants.After all occupants were evacuated and fire crews determined there was no fire or risk of fire; the aircraft was towed to the FBO ramp by towing vehicles and airport authority escort.

Data retrieved from NASA's ASRS site 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.