Flight Crew Private; Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 39; Flight Crew Total 1840; Flight Crew Type 1072
Situational Awareness; Communication Breakdown
Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Aircraft Aircraft Damaged; Flight Crew Diverted; Flight Crew Landed As Precaution
Aircraft; Weather
-Aircraft X departed ZZZ1 for ZZZ2 for a fuel stop with one pilot and one passenger.-When we departed ZZZ1; there was a line of thunderstorms across [our flight path] with multiple gaps.-When enroute; I requested routing over ZZZ3 where aircraft were flying through a gap in the storms. I confirmed with ATC there was a gap and planes were getting through. -I requested a climb from FL360 to FL400 to top any weather we may incur.-We saw 3 or 4 lightning strikes around us before the event below; but radar was clear ahead and had only needed to deviate right for a cell to our south.-When we were halfway over the line of weather; in the tops; there was a loud vibration in one of the engines that lasted for approximately 10-20 seconds. I couldn't tell which engine. It happened again with a corresponding red ITT gauge indicating 881 degrees on the Left engine and received an Engine Exceedance CAS. I pulled the thrust levers back half way.-Being at FL400; a TAT of -48 C (best recollection); and no ice on the wing; I didn't think it could be ice; but turned on the engine heat in case. We were never in the clouds below FL400.-Very shortly after turning on the heat; the vibration happened again with ITT Red on both engines; an Engine No Dispatch CAS; and E1 Control Fault and E2 Control Fault occurred. Other CAS messages appeared; however were gone before I could get to them and I don't recall what they were.-At the same time; the smell of jet exhaust came through the cabin. Both myself and passenger flying in the right seat put masks on. Passenger later stated she smelled exhaust in the back of the plane prior to crossing the weather.-I [coordinated with ATC]; requested vectors to closest airport; pulled thrust levers to flight idle; and began a descent through the backside of the storm.-I considered dumping the cabin; however both of us had masks on; there was no smoke; my eyes were not burning; and did not want to increase the workload in the descent.-The vibrations and ITT red line continued a few more times but stopped eventually during the descent.-The initial descent was hand flown. Once I got the aircraft stabilized in a general direction of the weakest part of the weather; I put the AP back on and ran the E1 CTRL FAULT Checklist.-Radio had severe static due to the storm and ATC was extremely hard to understand.-We cleared the back side of the line of storms; was able to manage thrust; and ATC recommended a diversion to ZZZ which I took.-I started to setup for ZZZ when we went through the north flank of a small cell which Nexrad had as yellow and 3-5 miles in diameter. The rain started to get heavy and we then started to receive hail. From what I can recall; it lasted for about a minute. While we were in it; Nexrad turned the weather to red; but we were still north of the severe section. I did not have the active radar up.-Several minutes later I noticed small dents on the leading edge of the wing but nothing substantial. I was unaware at the time and only noticed it once on the ground and out of the aircraft; but the engine nacelles; nose radome; pitot tubes; and leading edges of the wings took significant damage from the hail.
Phenom 100 pilot reported diverting to an alternate airport after experiencing high ITT during a weather encounter.