MD-11
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Aircraft
During normal climb out of ZZZ; passing roughly FL240; we got a single CAWS Overspeed warning; FMA indicated FMS speed; however aircraft had accelerated into the MMO range I Reduced the speed from Mach .81 to .79 and pressed FMS speed to edit a new lower FMS speed. Reaching cruise at FL350 returned to normal FMS ECON Cruise .83 Mach Two hours into the flight; in cruise with no changes to pitch or power with autopilot on; aircraft started to overspeed by roughly 15 kts beyond the MMO in a couple seconds Both Primary Flight Display's indicated the same speed fluctuation We were alerted by the CAWS and the aircraft started to climb The First Officer took the controls as he was first to identify the problem; turned off the ATS reduced the power I pulled the speed brakes and called for the controls; reduced the speed from .83 Mach to .80 Mach Airspeed spread was about 60 kts and we were at optimum altitude Once the aircraft speed and altitude were under control; I reengaged the FMS speed and ATS These previous events; helped influence my decision making for the primary event.......All three crew members had been in the cockpit; with the door closed; together since departure I got up to use the lavatory about an hour west of ZZZ1; 3 hours into flight As I opened the cockpit door I detected a very strong smell of oily fumes I turned on the lights on the courier deck and the main cargo deck Air was hazy I went to the cockpit and got my flashlight turned off the lights on the main deck opened the smoke curtain and confirmed the presence of blueish smoke on the main deck in my bright flashlight beam I asked the Load Master to please come back to the courier station and check She confirmed the presence of smoke and fumes I returned to the cockpit and I ran the Emergency Non-Alert SMOKE/FIRE/FUMES checklist As per the checklist; I determined the source to be the Bleed 3 as the smoke smelled oily; not acrid; and I've heard of this problem in the past on this aircraft; also the Dangerous Goods Form did not list any hazmat on board and all systems were still functioning normally I turned off Bleed 3 per the checklist and started looking at nearby airports in my iPad The smoke began dissipating slowly I asked the First Officer to please go back and make sure the smoke is not coming from a ULD He returned after a few minutes and confirmed the smoke was dissipating and it was not coming from any of the cargo He said it seemed to concentrated above the wing box but dissipating I was reviewing the previous logbooks and current logbook pages for any smoke occurrences during the previous flights to help come to a decision to divert per the Quick Reference Handbook or to continue per the Quick reference Handbook Before I could finish reviewing the logbook Autopilot 1 disconnected; the aircraft started deviating from altitude and we got a LEVEL 2 alert for FCC 1B FAULT; a master caution and my flight director disappeared I immediately switched to Capt on First Officer Flight Director and stabilized the aircraft; checked all the parameters and engaged Autopilot 2 I called for the LEVEL 2 FCC 1B FAULT checklist After the checklist was complete; I consulted with the crew and made the decision to divert to ZZZ1 as it was a Company flight; it was en-route; weather was good; we were very familiar with the airport and we have maintenance there I gave the controls and communication to the FO and began running Checklist I told the FO to advise ATC that we would like to divert to ZZZ1 for technical reasons We were 39 minutes from ZZZ1 and cleared direct to a point on the STAR We advised NCC via ACARS of our diversion On the STAR when we were passing 11;000 ft at 245 kts; we were cleared to 6;000 ft; I reduced the altitude to 6;000 ft on the FCP and selected IDLE and confirmed on the FMA The aircraft began to climb instead of descend; speeds were normal and aircraft was in clean configuration w/ local altimeter set I disconnected the autopilot and hand flew thelast 50 miles We were cleared for ILS On final as we set Flaps 15 we got a LEVEL 2 FLAP DISAG; this was expected as the right outboard flap had been 'X' out since the FCC Fault We set flaps 35 Flaps showing 21/22/20/X on both PFD's I elected not to extend the flaps further or retract and retry to extend them as the airplane was light and controllable; runway was long and insight; weather was clear and winds were light I elected to maintain MIN auto brakes however I informed the crew I was going to use all 3 reverse and to advise tower that we would be rolling to the end Before landing checklist was completed I announced 'no green box' due to flaps not beyond 25 degrees We landed with no further incident and taxied to the ramp. Excellent job from my First Officer and Load Master They were invaluable to me during the flight. I identified the haze/fumes when I left the cockpit to use the lavatory I found the upper deck full of fumes. [Probable cause of the] smoke was Engine oil leaking into Pneumatic system [Probable cause of the] FCC issue is unknown. Followed SOP; make decisions while weighing input of crew. [As my response] recommended Preventative Maintenance.
MD-11 Captain reported a strong smell of 'oily fumes' and an auto-flight/FMS malfunction during cruise resulted in a diversion.