B767 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 255; Flight Crew Total 15055; Flight Crew Type 9442
Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Aircraft Equipment Problem Dissipated; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Aircraft
In cruise at FL350; we noticed an odor in the cockpit. I called the first class cabin to ask if the ovens were in use. Our purser; reported that the ovens were not in use. I asked her to come to the cockpit. When she entered the cockpit she immediately confirmed a strong odor was present. I instructed her to wake all crew in the crew rest areas including my first officer and to start preparations to land. I gave her an estimated time for landing in ZZZZ. She asked if she should prepare for evacuation. I told her not at this time. However; I asked her to immediately report any odor; smoke; or anything she or the cabin crew considered critical to us. My Relief pilot had already donned his oxygen mask; established communications; and was prepared to start the Smoke; Fire; or Fumes QRH checklist. I donned my mask and attempted to establish communications as we started running the checklist. The first officer returned to the cockpit and joined us in the performing the checklist from the observer's seat. The checklist requires a diversion of the flight to the nearest suitable airport. ZZZZ was directly in front of our location. I declared an emergency using the international radio call 'Mayday; Mayday; Mayday' to ZZZZ Control and requested a clearance directly to ZZZZ. ZZZZ ATC issued the clearance without hesitation including a request to report descent clearance. I reported to ZZZZ ATC our fuel remaining in hours and the souls on board count.  The checklist required a discussion to determine the air quality in the cockpit. We determined that the fumes were not increasing (which was a change to the condition); however; the fumes were continuing to be present in the cockpit.  The First Officers switched seats and the First Officer started to review the approach to ILS and a review of the high terrain to the east of our course as the Relief pilot communicated with dispatch for weather and airport conditions including landing performance. I completed the change to the route in the FMC to intercept the arrival with a high speed descent to intercept the ILS approach. We briefed the approach and discussed our exit plan including a review of duties in the event of an evacuation. I made a passenger address and told the passengers we had fumes in the cockpit. I told them we were going to land at ZZZZ and to listen to the instructions from our flight attendants. It was time to start our descent. Ten minutes from landing; the relief pilot notified the flight attendants. The approach and landing was routine. I exited the runway and made a passenger address to remain seated. We requested clearance to a gate. We secured the airplane with the completion of the Parking Checklist except we left the IRS units on to allow use of the SATCOM. We opened the cockpit windows for a breath of fresh air and switched our attention to passenger accommodation.
The purser advised me to return to the cockpit due to fumes in the cockpit. We were approx. 5 hours into the flight. When I entered the cockpit; I immediately smelled the electrical fumes. The Cap and IRO were running the smoke fire fumes qrh. When they were at a logical pausing place in the checklist; The IRO and I switched seats. I donned my mask; and assumed flying duties; while the Cap and IRO continued working the potential divert. Once the decision was firm that we needed to divert; we briefed up the arrival and approach in ZZZZ. Terrain; weather; and airport resources were all considered; briefed; and we all agreed that ZZZZ was our best option at the point in time that nearest suitable became necessary. We reviewed the diversion checklist in the FOM; and it mentioned leaving on the IRU's for Satcom capability; which helped tremendously with company comms once we landed. I made a slightly overweight landing in the touchdown zone; switched aircraft control to the Captain after we decelerated below 60 knots. We proceeded to the gate; shut the airplane down; and began the process of tending to our passengers. All writeups were sent; and we secured the airplane before deplaning. I felt that [everyone] did outstanding jobs from both an operational as well as CRM standpoint.
B767 flight crew detects electrical fumes in the cockpit at FL350 and elects to divert to the nearest suitable airport.