DA20 flight crew deviate due to WX and equipment problems on climb out without advising mmto control...

Attributes
ACN	514200
Time
Date	200106
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	navaid : tlc.vor
Altitude	msl single value : 14000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : mmex.artcc tracon : mmto.tracon tower : sfo.tower
Operator	common carrier : air taxi
Make Model Name	Falcon 20FJF/20C/20D/20E/20F
Operating Under FAR Part	Part 135
Navigation In Use	other vortac
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : cfi pilot : commercial pilot : multi engine pilot : instrument
Experience	flight time last 90 days : 150 flight time total : 1560 flight time type : 150
ASRS Report	514200
Person 2
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Events
Anomaly	aircraft equipment problem : less severe conflict : airborne less severe inflight encounter : weather non adherence : clearance other anomaly other spatial deviation
Independent Detector	atc equipment other atc equipment : radar other controllera other flight crewa other flight crewb
Resolutory Action	controller : issued advisory flight crew : overcame equipment problem flight crew : returned to original clearance flight crew : took precautionary avoidance action
Supplementary
Problem Areas	Flight Crew Human Performance Environmental Factor Weather
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Upon departure from mmto, our clearance was changed other than previously expected. We set up for the new route. We elected for a takeoff without bleed air due to the airport elevation of 8448 ft MSL and high takeoff weight. After departure, the left bleed was turned on. Little to our surprise, someone had moved the cabin temperature valve to hot. This then heated the cockpit to an extreme temperature and induced smoke into the cockpit. We continued the climb and I attempted to fix the valve and donned the oxygen mask. Within a few seconds the cumulo nimbus clouds we had climbed into began to emit a number of lightning strikes and dissipate quite a bit. The captain elected to deviate approximately 10 degrees to the left. My mask microphone was not working properly and I was still working on fixing the valve, so I was unable to communicate the deviation. The departure controller then called traffic to us twice -- first 1000 ft below and approximately 15 NM and then 1500 ft and 10 NM. We told them we were in IMC at the time and were unable to get a visual. The traffic was not a factor after this call and we cleared the bad conditions and continued direct mmex (mexico city VOR). The biggest factor was the number of things happening at once. We tried to deal with one thing at a time. ATC was a major help in giving us traffic information.

Original NASA ASRS Text

Title: DA20 FLC DEVIATE DUE TO WX AND EQUIP PROBS ON CLBOUT WITHOUT ADVISING MMTO CTL.

Narrative: UPON DEP FROM MMTO, OUR CLRNC WAS CHANGED OTHER THAN PREVIOUSLY EXPECTED. WE SET UP FOR THE NEW RTE. WE ELECTED FOR A TKOF WITHOUT BLEED AIR DUE TO THE ARPT ELEVATION OF 8448 FT MSL AND HIGH TKOF WT. AFTER DEP, THE L BLEED WAS TURNED ON. LITTLE TO OUR SURPRISE, SOMEONE HAD MOVED THE CABIN TEMP VALVE TO HOT. THIS THEN HEATED THE COCKPIT TO AN EXTREME TEMP AND INDUCED SMOKE INTO THE COCKPIT. WE CONTINUED THE CLB AND I ATTEMPTED TO FIX THE VALVE AND DONNED THE OXYGEN MASK. WITHIN A FEW SECONDS THE CUMULO NIMBUS CLOUDS WE HAD CLBED INTO BEGAN TO EMIT A NUMBER OF LIGHTNING STRIKES AND DISSIPATE QUITE A BIT. THE CAPT ELECTED TO DEVIATE APPROX 10 DEGS TO THE L. MY MASK MIKE WAS NOT WORKING PROPERLY AND I WAS STILL WORKING ON FIXING THE VALVE, SO I WAS UNABLE TO COMMUNICATE THE DEV. THE DEP CTLR THEN CALLED TFC TO US TWICE -- FIRST 1000 FT BELOW AND APPROX 15 NM AND THEN 1500 FT AND 10 NM. WE TOLD THEM WE WERE IN IMC AT THE TIME AND WERE UNABLE TO GET A VISUAL. THE TFC WAS NOT A FACTOR AFTER THIS CALL AND WE CLRED THE BAD CONDITIONS AND CONTINUED DIRECT MMEX (MEXICO CITY VOR). THE BIGGEST FACTOR WAS THE NUMBER OF THINGS HAPPENING AT ONCE. WE TRIED TO DEAL WITH ONE THING AT A TIME. ATC WAS A MAJOR HELP IN GIVING US TFC INFO.

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.