Light transport cpr crew had smoke and burning electrical odor in ZMA oceanic.

Attributes
ACN	496294
Time
Date	200012
Day	Fri
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : mygf.airport
State Reference	FO
Altitude	msl single value : 22000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zma.artcc
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Operating Under FAR Part	Part 91
Flight Phase	cruise : level
Route In Use	enroute : other oceanic enroute other
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : instrument pilot : commercial pilot : atp
Experience	flight time last 90 days : 75 flight time total : 2900 flight time type : 1400
ASRS Report	496294
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : commercial pilot : instrument
Events
Anomaly	aircraft equipment problem : critical non adherence : published procedure non adherence : far other anomaly other anomaly other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance flight crew : declared emergency none taken : detected after the fact
Consequence	other other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft Company
Primary Problem	Flight Crew Human Performance

Narrative:

Cruising along after normal departure from freeport, bahamas. At about FL220 in cruise flight, we started smelling an electrical smoke smell getting worse fast. I told the copilot to tell ZMA we needed a descent as soon as possible due to smoke in the cabin. We got a descent to 10000 ft with a turn to 360 degrees as we tried to isolate the problem. The smell kept getting worse. We did our memory items on the checklist while removing power from the airplane by switching the generators to 'off.' the smell still seemed to get worse. We were told, in the meantime to maintain 11000 ft, but we were already at 10000 ft and very busy. While at 10000 ft, we isolated the source of the problem, switched the windshield heat off, pulled the 60 amp circuit breaker to the affected windshield (copilot windshield behind glare shield, arced at wiring and was smoking badly). This isolated the problem. I had the radios at this point and we were able to get a climb back up to about 16000 ft to continue the flight to fll to get maintenance to check the problem out. Once the airplane was checked over, we got a ferry permit by the fll FSDO to fly the airplane back to charleston, sc. We had no further problems after the windshield heat was turned off on the copilot's side. By the way, we offered on our transmission to ZMA, after we told him we were already at 10000 ft, that we could climb back up if needed. However, we were already at 10000 ft due to maximum performance descent. Also contributing to transponder and transmission discrepancies were the airplane's power being turned off and back on again.

Original NASA ASRS Text

Title: LTT CPR CREW HAD SMOKE AND BURNING ELECTRICAL ODOR IN ZMA OCEANIC.

Narrative: CRUISING ALONG AFTER NORMAL DEP FROM FREEPORT, BAHAMAS. AT ABOUT FL220 IN CRUISE FLT, WE STARTED SMELLING AN ELECTRICAL SMOKE SMELL GETTING WORSE FAST. I TOLD THE COPLT TO TELL ZMA WE NEEDED A DSCNT ASAP DUE TO SMOKE IN THE CABIN. WE GOT A DSCNT TO 10000 FT WITH A TURN TO 360 DEGS AS WE TRIED TO ISOLATE THE PROB. THE SMELL KEPT GETTING WORSE. WE DID OUR MEMORY ITEMS ON THE CHKLIST WHILE REMOVING PWR FROM THE AIRPLANE BY SWITCHING THE GENERATORS TO 'OFF.' THE SMELL STILL SEEMED TO GET WORSE. WE WERE TOLD, IN THE MEANTIME TO MAINTAIN 11000 FT, BUT WE WERE ALREADY AT 10000 FT AND VERY BUSY. WHILE AT 10000 FT, WE ISOLATED THE SOURCE OF THE PROB, SWITCHED THE WINDSHIELD HEAT OFF, PULLED THE 60 AMP CIRCUIT BREAKER TO THE AFFECTED WINDSHIELD (COPLT WINDSHIELD BEHIND GLARE SHIELD, ARCED AT WIRING AND WAS SMOKING BADLY). THIS ISOLATED THE PROB. I HAD THE RADIOS AT THIS POINT AND WE WERE ABLE TO GET A CLB BACK UP TO ABOUT 16000 FT TO CONTINUE THE FLT TO FLL TO GET MAINT TO CHK THE PROB OUT. ONCE THE AIRPLANE WAS CHKED OVER, WE GOT A FERRY PERMIT BY THE FLL FSDO TO FLY THE AIRPLANE BACK TO CHARLESTON, SC. WE HAD NO FURTHER PROBS AFTER THE WINDSHIELD HEAT WAS TURNED OFF ON THE COPLT'S SIDE. BY THE WAY, WE OFFERED ON OUR XMISSION TO ZMA, AFTER WE TOLD HIM WE WERE ALREADY AT 10000 FT, THAT WE COULD CLB BACK UP IF NEEDED. HOWEVER, WE WERE ALREADY AT 10000 FT DUE TO MAX PERFORMANCE DSCNT. ALSO CONTRIBUTING TO XPONDER AND XMISSION DISCREPANCIES WERE THE AIRPLANE'S PWR BEING TURNED OFF AND BACK ON AGAIN.

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.