Narrative:

At approximately xa:21 a strong burning odor entered the cockpit followed by smoke from the area around the left glareshield panel. Both the captain and the first officer donned oxygen and smoke goggles and we initiated emergency procedures for electrical fire/smoke. We called an emergency call with ZZZ and requested an immediate diversion to the closest airport. The amount of smoke coming from the panel was significant and steady but we could not establish a source or an area where heat was building up. The first officer was the flying pilot and the captain handled the checklist and radio communications. The checklist was followed and we lost communications and navigation capabilities due to the loss of power to those systems. This allowed us to isolate the problem to the PS1 bus because the smoke stopped. I then repowered the aircraft and re-established communication with ZZZ. We received a clearance to divert to ZZZZ; first officer; and a 7700 squawk. Once established towards ZZZZ; I began to load-shed the aircraft. The left side alternator; generator; windshield heat; pitot heat; EFIS; and lighting were turned off as well as the HF when contact with ZZZ was established. Two circuit breakers were tripped on the electrical panel; the cabin lights and EFIS syb gen 3. The flight time to ZZZZ; first officer; was about 40 mins. Once in the descent the cabin dump valve was opened to allow clearance of the smoke in the cabin. The smoke did not obscure vision; but did cause a noticeable haze. HF#2 failed and that made it necessary to have power on HF#1 longer than wanted. A failure of the emergency mask intercom made it necessary for me to have my mask off to communication effectively with the first officer. Approximately 12 mins from ZZZZ; first officer; the bus tie was opened and all power to PS1 was closed. The smoke stopped at this point. Heat was beginning to build up noticeably on the left glareshield panel before the bus tie was closed. No flames were noticed but the smoke was consistent. After landing with most of the aircraft systems unpowered; we shut the aircraft down without further incident. The captain was treated and released from the hospital for smoke inhalation. Callback conversation with reporter revealed the following information: the first officer was flying and the captain was going through the checklist and isolated the PS1 bus causing the smoke to stop. The loads were shed on the PS1 bus and two circuit breakers were found tripped; one being cabin lighting. Reaching 2000 ft the outflow valve was opened to clear out the smoke. The captain was treated for smoke inhalation due to failure of the emergency mask intercom as it was removed to communication with the first officer. Maintenance found the cockpit lighting rheostat dimmer was overheated due to a screw cutting the output wiring insulation and shorting out the rheostat. This was controled by the circuit breaker found tripped that was labeled cabin lighting.

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Original NASA ASRS Text

Title: A HAWKER 800 ON OVERWATER FLT DECLARED AN EMER AND DIVERTED DUE TO SMOKE IN THE COCKPIT AREA OF LEFT GLARESHIELD PANEL.

Narrative: AT APPROX XA:21 A STRONG BURNING ODOR ENTERED THE COCKPIT FOLLOWED BY SMOKE FROM THE AREA AROUND THE L GLARESHIELD PANEL. BOTH THE CAPT AND THE FO DONNED OXYGEN AND SMOKE GOGGLES AND WE INITIATED EMER PROCS FOR ELECTRICAL FIRE/SMOKE. WE CALLED AN EMER CALL WITH ZZZ AND REQUESTED AN IMMEDIATE DIVERSION TO THE CLOSEST ARPT. THE AMOUNT OF SMOKE COMING FROM THE PANEL WAS SIGNIFICANT AND STEADY BUT WE COULD NOT ESTABLISH A SOURCE OR AN AREA WHERE HEAT WAS BUILDING UP. THE FO WAS THE FLYING PLT AND THE CAPT HANDLED THE CHKLIST AND RADIO COMS. THE CHKLIST WAS FOLLOWED AND WE LOST COMS AND NAVIGATION CAPABILITIES DUE TO THE LOSS OF POWER TO THOSE SYSTEMS. THIS ALLOWED US TO ISOLATE THE PROB TO THE PS1 BUS BECAUSE THE SMOKE STOPPED. I THEN REPOWERED THE ACFT AND RE-ESTABLISHED COM WITH ZZZ. WE RECEIVED A CLRNC TO DIVERT TO ZZZZ; FO; AND A 7700 SQUAWK. ONCE ESTABLISHED TOWARDS ZZZZ; I BEGAN TO LOAD-SHED THE ACFT. THE L SIDE ALTERNATOR; GENERATOR; WINDSHIELD HEAT; PITOT HEAT; EFIS; AND LIGHTING WERE TURNED OFF AS WELL AS THE HF WHEN CONTACT WITH ZZZ WAS ESTABLISHED. TWO CIRCUIT BREAKERS WERE TRIPPED ON THE ELECTRICAL PANEL; THE CABIN LIGHTS AND EFIS SYB GEN 3. THE FLT TIME TO ZZZZ; FO; WAS ABOUT 40 MINS. ONCE IN THE DSCNT THE CABIN DUMP VALVE WAS OPENED TO ALLOW CLRNC OF THE SMOKE IN THE CABIN. THE SMOKE DID NOT OBSCURE VISION; BUT DID CAUSE A NOTICEABLE HAZE. HF#2 FAILED AND THAT MADE IT NECESSARY TO HAVE POWER ON HF#1 LONGER THAN WANTED. A FAILURE OF THE EMER MASK INTERCOM MADE IT NECESSARY FOR ME TO HAVE MY MASK OFF TO COM EFFECTIVELY WITH THE FO. APPROX 12 MINS FROM ZZZZ; FO; THE BUS TIE WAS OPENED AND ALL POWER TO PS1 WAS CLOSED. THE SMOKE STOPPED AT THIS POINT. HEAT WAS BEGINNING TO BUILD UP NOTICEABLY ON THE L GLARESHIELD PANEL BEFORE THE BUS TIE WAS CLOSED. NO FLAMES WERE NOTICED BUT THE SMOKE WAS CONSISTENT. AFTER LNDG WITH MOST OF THE ACFT SYSTEMS UNPOWERED; WE SHUT THE ACFT DOWN WITHOUT FURTHER INCIDENT. THE CAPT WAS TREATED AND RELEASED FROM THE HOSPITAL FOR SMOKE INHALATION. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FO WAS FLYING AND THE CAPT WAS GOING THROUGH THE CHKLIST AND ISOLATED THE PS1 BUS CAUSING THE SMOKE TO STOP. THE LOADS WERE SHED ON THE PS1 BUS AND TWO CIRCUIT BREAKERS WERE FOUND TRIPPED; ONE BEING CABIN LIGHTING. REACHING 2000 FT THE OUTFLOW VALVE WAS OPENED TO CLR OUT THE SMOKE. THE CAPT WAS TREATED FOR SMOKE INHALATION DUE TO FAILURE OF THE EMER MASK INTERCOM AS IT WAS REMOVED TO COM WITH THE FO. MAINT FOUND THE COCKPIT LIGHTING RHEOSTAT DIMMER WAS OVERHEATED DUE TO A SCREW CUTTING THE OUTPUT WIRING INSULATION AND SHORTING OUT THE RHEOSTAT. THIS WAS CTLED BY THE CIRCUIT BREAKER FOUND TRIPPED THAT WAS LABELED CABIN LIGHTING.

Data retrieved from NASA's ASRS site as of January 2009 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.