Narrative:

Upon reviewing the log history and maintenance write-ups of aircraft the first officer and I noted a write up concerning the cockpit auto temperature controller. There was an MEL card stating that automatic was inoperative; and the system was to be run in the off position. Also there was a statement that the inbound crew at one point were unable to control the temperature of the cockpit and it had reached 98F. The MEL placard stated that if the cockpit got too warm that we were to turn off the trim air; and the entire aircraft would regulate to a median temperature of about 70F. Our takeoff and departure was normal. Climbing out of FL230 the cockpit temperature rose to about 98 - 99F. The trim air was turned off; but the temperature continued to rise. The right recirc fan was also turned off. With the temperature in the cockpit around 100 I decided to divert the flight. An ATC clearance was attained; and we turned toward our divert airport. Descending we experienced the right pack off EICAS; followed in quick order right pack temperature; right recirc fan; trim air; aft cabin temperature; fwd cabin temperature and flight deck temperature EICAS messages. With the left cockpit auto controller malfunctioning; and the right pack off; I suggested that the APU be started; and a timely descent down to 10;000 MSL which was accomplished by first officer. Landed at a gross weight of 211;100 pounds. First officer made an extremely soft touch down. We rolled to the end; without event. We logged the overweight landing. Upon taxi in a line maintenance technician expressed that we could have just selected automatic for the cockpit temperature control; which he did. Upon so doing; the cockpit and entire aircraft system worked excellently. We explained to him that it would have been in violation of far's to reactivate a system which was MEL'ed inoperative.

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Original NASA ASRS Text

Title: B757 Captain reports being dispatched with the cockpit auto temperature controller inoperative and instructions on how to regulate cockpit temperature should it become too warm. The temperature did become too warm on climbout and attempts to regulate it were unsuccessful. Flight diverted for maintenance.

Narrative: Upon reviewing the Log History and Maintenance Write-ups of aircraft the First Officer and I noted a write up concerning the cockpit auto temperature controller. There was an MEL card stating that AUTO was inoperative; and the system was to be run in the OFF position. Also there was a statement that the inbound crew at one point were unable to control the temperature of the cockpit and it had reached 98F. The MEL Placard stated that if the cockpit got too warm that we were to turn off the trim air; and the entire aircraft would regulate to a median temperature of about 70F. Our takeoff and departure was normal. Climbing out of FL230 the cockpit temperature rose to about 98 - 99F. The trim air was turned off; but the temperature continued to rise. The Right Recirc fan was also turned off. With the temperature in the cockpit around 100 I decided to divert the flight. An ATC Clearance was attained; and we turned toward our divert airport. Descending we experienced the RIGHT PACK OFF EICAS; followed in quick order R PACK TEMP; R RECIRC FAN; TRIM AIR; AFT CABIN TEMP; FWD CABIN TEMP and FLT DECK TEMP EICAS messages. With the Left Cockpit Auto controller malfunctioning; and the Right Pack OFF; I suggested that the APU be started; and a timely descent down to 10;000 MSL Which was accomplished by First Officer. Landed at a gross weight of 211;100 LBS. First Officer made an extremely soft touch down. We rolled to the end; without event. We logged the overweight landing. Upon taxi in a Line Maintenance Technician expressed that we could have just selected AUTO for the Cockpit temperature control; which he did. Upon so doing; the cockpit and entire aircraft system worked excellently. We explained to him that it would have been in violation of FAR's to reactivate a system which was MEL'ed INOP.

Data retrieved from NASA's ASRS site as of April 2012 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.