Date: 201304
Local time of day: 0001-0600
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew; Person Flight Attendant
When detected: Other Takeoff roll
Result: Flight Crew Returned To Gate; Flight Crew Rejected Takeoff; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: First flight of pairing we received aircraft with two MELs; APU Bleed Leak Message and APU inoperative. Flew aircraft normally [on the initial leg]. Turned aircraft and preformed correct QRH for starting engines with ground air. Then we preformed a QRH cross bleed start and taxied to the end of the runway. There was a delay at the end of the runway due to F-16 fighter traffic in the pattern and we both commented on the bounced landings and tire smoke of the fighter jets. Once we received a line up and wait and takeoff clearance we exchanged controls and finished the normal checklists and began the takeoff roll. At around 80-100 KTS (I can't be certain) the Captain made a comment about the smell of the fighters and then we got a chime from the Flight Attendant. The Captain aborted the takeoff roll and regained positive control of the aircraft and exited the first available high speed taxiway. I told the Tower of our abort and asked to 'roll the trucks' I also told the folks in the back to remain seated. Once we were stopped I did notice a light smoke/haze in the cockpit. I opened my window to ventilate and the Captain asked to perform the Smoke in the Cockpit Checklist and to drop the masks in the back. Once the air cleared and the trucks showed up the Captain determined it would be safe to taxi back to the gate. He increased power and the smell came back right away. At that point we shut down the engines and had fire personnel board the aircraft. After some coordination and safety concerns about the passengers it was decided to have the aircraft towed back to the gate. After reaching the gate all passengers exited safely and the event came to a close. The APU MEL's were a distraction and the abnormal procedures always call for extra diligence. The fighter jets were a distraction and probably delayed the abort for a second or two. Outside influences can always effect what is going on in the cockpit and diligence should always be maintained. Checklist usage can never be understated. It's really all you have to fall back on. Whether or not related to the actual event the wording of 'APU Bleed leak message' MEL in not very clear in its writing.


Second narrative: [This was our] second segment on this aircraft. First segment was uneventful other than MEL-associated EICAS message; which we reviewed with Maintenance prior to departure. [We had a] normal turn; with the exception of APU inoperative so External Airstart Procedure was used per QRH. Taxied on Engine #2 only (until #3 for takeoff) then started Engine #1 using crossbleed start procedures for 2 minute warm-up. Several additional minutes of waiting took place due to numerous fighter aircraft at high speed/formation in the pattern. All checklists and indications normal until setting thrust in detent for takeoff. Several seconds into the takeoff roll; a slight 'smoky' odor was detected; but we assumed (verbalized) it was likely associated with multiple fighter jet 'hard' landings we had observed while holding short of runway; with little wind to dissipate smoke. The smoke then became stronger and visible just as the Flight Attendant pressed her Cabin Emergency button; and we completed the Aborted Takeoff procedure. Answered Flight Attendant call as soon as it was safe to do so and she reported smoke in the cabin. Advised Tower we were rejecting and completed checklist. Cleared the runway at nearest exit and asked Tower to dispatch Fire/Rescue as a precaution. [We] also manually dropped passenger oxygen masks as a precaution. Smoke appeared to be clearing from the cabin at idle thrust. ARFF arrived within a few minutes and we asked them for a visual inspection of the exterior including brakes; which all came back satisfactory. Taxiways were busy at the time and we could not guarantee a safe exit of the aircraft with Operations unless we got back to the gate. I briefed the Flight Attendant to ensure everyone was seated and belted for taxi and to immediately advise me of any additional smoke in the cabin. Since the aircraft taxied without event using idle thrust on Engine #2 while taxiing for takeoff; we elected to attempt a slow taxi back to our gate. When I applied slight thrust to Engine #2; the Flight Attendant advised me she detected smoke. We then advised Operations that we needed to be towed back to the gate; briefed them on keeping a careful watch for our cockpit signals; and deselected all pneumatic systems that might possibly be the source of smoke. Shut down all engines when we were certain we could make it back to gate on battery power alone. [We] coordinated with the Flight Attendant that all passengers were safe & secure; and then we were towed back to our gate with ARFF escort without further incident.


Synopsis: EMB145 flight crew reports rejecting a takeoff for smoke in the cockpit just as the Flight Attendant pressed her Cabin Emergency button. The smoke dissipates with the engines at idle on the taxiway but the smoke returns when thrust is increased to return to the gate. The engines are shut down and a tow in is requested.