A DC10-15 ON INITIAL CLB AT 1000 FT HAD SMOKE AND OIL FUMES IN THE CABIN WHICH THE CREW ISOLATED TO #2 PACK CAUSED BY AN INOP AUX PWR UNIT FILLING THE #2 PNEUMATIC DUCTS WITH OIL.

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WE READIED THE ACFT FOR A ROUTINE DEP FOR A FLT FROM ZZZ TO LAS WITH 260 PAX. THE ACFT HAD THE APU ON MEL; WAS COVERED WITH FROST; AND THE WX WAS BELOW TKOF MINIMUMS. BACKGROUND: WE HAD FLOWN THIS ACFT INTO ZZZ THE PREVIOUS AFTERNOON WITH NO PROBS. THE ACFT OVERNIGHTED IN ZZZ. THE APU HAD BEEN PUT ON THE MEL OVERNIGHT BY MAINT -- DURING THE NIGHT; ON THE GND IN ZZZ; IT HAD 'FILLED THE CABIN WITH SMOKE;' AND HAD TO BE 'SVCED WITH 8 QTS OF OIL.' WE CALLED DISPATCH TO OBTAIN A TKOF ALTERNATE -- MSP WAS SELECTED. THE ACFT WAS DEICED AND THE #2 ENG STARTED AT THE GATE. WE PUSHED BACK AT XA00 EST AND STARTED ENGS #1 AND #3. THE WX HAD INTERMITTENTLY IMPROVED TO TKOF MINIMUMS ON RWY 21R. WE TAXIED TO RWY 21R AND TOOK OFF AT XA20 EST WITH RVR 700/600/600. SHORTLY AFTER TKOF SEVERAL FLT ATTENDANTS CALLED THE COCKPIT TO RPT 'SMOKE OR HAZE IN THE ENTIRE CABIN AND ALL LAVATORY SMOKE DETECTORS ACTIVATED.' AT THE SAME TIME WE SMELLED A VERY STRONG (CHEMICAL) ODOR OF ENG OIL AND/OR DEICING FLUID AND OBSERVED A FINE MIST OR HAZE IN THE COCKPIT AND CABIN. WE IMMEDIATELY DONNED OXYGEN MASKS AND THE SO STARTED THE APPROPRIATE CHKLISTS STARTING WITH: 'AIR-CONDITIONING SMOKE.' WE COMPLETED ALL APPROPRIATE CHKLISTS AT THE APPROPRIATE TIME. WE LEVELED OFF AT 12000 FT DEPARTING ZZZ ON OUR PLANNED DEP RTE HEADING WBOUND. WE RULED OUT A CARGO FIRE BECAUSE THIS ACFT IS EQUIPPED WITH: CARGO FIRE; SMOKE AND HEAT DETECTION. THE FOLLOWING COCKPIT WARNING LIGHTS ARE INSTALLED; OF WHICH NONE ACTIVATED: 4 CARGO SMOKE DETECTORS; A HEAT DETECTOR; AND A 'CARGO FIRE' LIGHT ON THE FE CARGO FIRE/SMOKE DETECTION PANEL -- PLUS 'CARGO FIRE' SUMMARY AND 'MASTER WARNING' LIGHTS ON THE PLT'S OVERHEAD PANEL AND GLARESHIELD. ALSO; THERE WAS NO SMELL OF FIRE OR BURNING. WE KEPT TRACK OF THE NEAREST ARPTS AND CONSIDERED DECLARING AN EMER; BUT FOUND THAT NOT TO BE A GOOD AND APPROPRIATE COURSE OF ACTION. INSTEAD; WE STAYED ON OUR PLANNED (W DEP) RTE WHICH WAS ALREADY PROGRAMMED INTO THE NAV COMPUTERS; USING STANDARD PROCS AND PROFILES. THIS ALLOWED US TO CONCENTRATE OUR EFFORTS; KNOWLEDGE AND ABILITY TO WORK THE PROB; WHILE HEADING TOWARDS OUR TKOF ALTERNATE. WHILE IN LEVEL FLT (AT 12000 FT); AND AT THE SAME TIME WHEN SO HAD THE #2 PNEUMATIC SUPPLY/PACK DISABLED; THE CABIN HAD CLRED UP. WITH THE CABIN 'SMOKE' FREE -- THE SO MADE A PERSONAL INSPECTION OF THE CABIN WHILE THE FO AND I STAYED ON OXYGEN -- WE STARTED TO CLB (AT MAX CRUISE PWR). DURING THIS CLB; AND AFTER THE SO HAD RETURNED FROM THE CABIN WE DISCUSSED OUR OPTIONS. WE JOINTLY ELECTED TO PROCEED TO THE NEAREST SUITABLE ARPT. AT THIS POINT CHICAGO WAS FAIRLY CLOSE; AND; IF THE WX WAS ABOVE MINIMUMS; IT SEEMED RATHER FOOLISH NOT TO LAND THE ACFT AT THERE; ORD RPTED RVR 6000 FT. WE DECIDED TO MAKE A PRECAUTIONARY LNDG AT ORD. SO CONTACTED DISPATCH FOR COORD; WE DUMPED ABOUT 5000 LBS OF FUEL AND PROCEEDED TO LAND AT ORD. FLT ATTENDANTS AND PAX WERE KEPT UP TO DATE REGULARLY AS TO OUR SIT; OPTIONS AND INTENTIONS. PLEASE NOTE THAT EACH AND EVERY PAX GOT BACK ON THE SAME AIRPLANE IN ORD AND FLEW WITH US TO LAS LATER THAT DAY. ALL CREW MEMBERS; DISPATCH; ATC; ORD GND CREW AND MECHS; ALL DID AN EXCEPTIONAL JOB. THIS POTENTIALLY DISASTROUS SIT WAS DEFUSED WITH GREAT SKILL AND KNOWLEDGE AND HANDLED WITH THE UTMOST PROFESSIONALISM BY ALL INVOLVED.