EMB-XRJ flight crew reported during departure roll experiencing smoke in the flight deck resulting in the flight crew rejecting the takeoff and returning to the gate.
Synopsis
EMB-XRJ flight crew reported during departure roll experiencing smoke in the flight deck resulting in the flight crew rejecting the takeoff and returning to the gate.
Narrative
Departing from XX in ZZZ; we had a significant delay because of the intense weather the day prior. First flight of the day for the aircraft. Prior to push back; the aircraft had significant snow and ice build up on the wings; tail and engine pylons. We tried through Operations and Maintenance to see if we could clear some of the contamination prior to departing the gate. Ended up being no help; explained to us as man power non availability prior to pushback. We pushed off the gate and headed for deice on the 1 pad. Normal ops at this point; ended up at XX spot for deice. Knowing ahead of time this was going to take time and significant amount of type I deice fluid to clear our plane for departure. I mentioned to the FO (First Officer) that we'll probably have to wait longer after getting deiced for any possible fluid making its way thru the motors. Wait longer than the 1 and 3 min time normally allowed and detailed in our procedures. Considering the amount of fluid needing to be applied to clean our plane. As we were getting the fluid applied; we both commented on the significant amount needed. As the trucks finished; I noticed the time; it had been 38 mins of applying type I to the aircraft. The ground person began their post deice check; noticed an area on the aft/tail section of the aircraft that needed additional application. This process took another 14 mins. We then received the post deice check/detail with application times. At this point; I wanted to wait longer than our approved procedure times. Accounting for the increased level and time of fluid application. We completed the post deice checklist and called for taxi at 15 mins after fins fluid application. It was a short taxi to depart XXC. As we were cleared for takeoff; it had been 21 mins from final application. The FO was PF; as we advanced power; calling for thrust set; at approximately 70 kts indicated the FO called smoke and abort. I then called for abort; my controls. At this point I could smell the burning smell of deice fluid and saw the smoke coming out of the FO's outlets in the flight deck. Immediately executing the RTO (rejected takeoff) procedure and bring the throttles to idle; the smoke reduced to nothing and shortly after that the deuce burning smell dissipated quickly. We costed to [Taxiway] 1??; contacted tower re the RTO; the FO made the appropriate calls to the cabin as well. We told ATC that we need to exit and hold in 2 taxiway. At this point there were no indications of smoke or smell. We ran the Smoke/Fumes QRH as a precaution then an after landing checklist. Proceeded to a 2 in 2 out communication. FA (Flight Attendant) and passengers comm and ATC Dispatch/Maintenance comm. Made several PA's to passengers that everything was under control. Discussed with Maintenance and decided to taxi back to a gate. Wrote up the issue and eventually swapped airplanes to complete the trip. The FA did confirm the intense smell of the burning deice fluid. Once we advanced the power for takeoff. There was significant fluid application during the deice. Our configuration was engines running APU off. I've had this happen a couple times in my career with other types of aircraft with substantial snow/ice buildup on the aircraft prior to deice. My plan was to have waited longer than normal before advancing power for takeoff. I believed I had enough time for any fluid to not affect and get us into this situation. Not sure if there was unintentional spraying of fluid into our engines. Considering the amount of fluid applied to get our plane clean; I can say that I wanted to wait longer to let things settle. Obviously it want enough time I would suggest we consider trying to clear the wings and pylons prior next time. If we can get personnel to help at the gate; this RTO might have been avoided.
Second reporter narrative
After being cleared to takeoff Runway XXC in ZZZ; I took over flight controls as pilot flying and began takeoff roll. Takeoff power was applied and thrust was set. At that moment; I saw the sight of smoke and immediately smelled a burning order. I called out smoke" and the takeoff was rejected after Captain took controls. I used two in two out method and informed passengers to remain seated; called Tower to exit runway safely. After running after land check and on the ground frequency we informed FA (Flight Attendant) about situation. We then informed Dispatch and Maintenance. We then returned to gate safely. Due to the large build up of snow on wing at gate; lots of de ice fluid was applied. In the future the snow on the wing should be pushed off rather than sprayed."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.