Narrative:

On climbout; shortly after passing 10;000 feet the cockpit began to fill with smoke. I received a call from the flight attendant (flight attendant) a few seconds later reporting the cabin was also filling with smoke. We executed memory items for cabin/cockpit smoke. We were unable to determine the source of the smoke; so we ran the epc for smoke removal. I then chose to return to departure airport and informed the flight attendant and the dispatcher. Once the smoke was removed from the aircraft it did not appear to return; so no further emergency checklists were run except for the overweight landing checklist. We conducted an overweight landing. After exiting the runway we were inspected by crash fire rescue equipment. They noted no signs of fire or excessive heat signatures. The cockpit/cabin still showed no new or returning signs of smoke so we continued taxi to the gate. At the gate; crash fire rescue equipment (crash fire rescue) checked in with us again as to the condition of our crew/passengers. The flight attendant reported no signs of injury or illness from the cabin. The first officer (first officer) and I were ok as well. Passengers were then deplaned and the aircraft was handed over to maintenance.after speaking with maintenance the following day; the cause of the smoke was determined to be a failed bearing in the acm (air cycle machine) of the left pack. The presence of smoke in both the cabin and the cockpit probably should have clued us in to the smoke being from the air conditioning system; but in the moment we weren't positive where is was coming from. The first officer thought it had an electrical scent; and at times it appeared to be coming from behind the instrument panel. Because of this we never ran the air conditioning smoke epc. Once donning the O2 masks; CRM became very difficult. We correctly established crew communication per the appropriate methods; but even so those masks present a barrier to effective communication. Luckily we were close to ZZZ and I felt the most prudent course of action was to get the aircraft on the ground expeditiously. In our haste we neglected to officially run a descent checklist. I also never declared an emergency with ATC; but they gave us every assistance I asked for and I believe they may have declared for us. The smoke removal epc also gives the option to deploy passenger oxygen which I elected not to do. I interpreted that to be for the potential high cabin alt that checklist could result in. By time we reached that line in the checklist the smoke was effectively removed and the cabin altitude was safe. I question that decision only because the first officer and I wore our masks all the way to the ground yet I did not provide O2 to the passengers. While I'm satisfied with the end results of how we handled the situation; I know we missed a few steps along the way. Suggestions: more training with O2 masks in the simulator would be helpful. Especially if they were targeted at smoke situations. In a rapid cabin depress scenario the masks are used to get you down to a safe altitude where they can be removed and the crew can regroup and reassess the situation. In a smoke event you may be married to that mask until you get on the ground. It becomes beneficial to have the basic outline of what you intend to do hashed out before you put them on. (I know that isn't always possible). Luckily we were low and close enough to ZZZ that returning to the airport was the obvious priority. We may have been a little too expeditious with our return to ZZZ since we failed to complete some of our normal checklists.

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Original NASA ASRS Text

Title: EMB-140 Captain reported smoke in cockpit and cabin during initial climb resulting in an uneventful air return.

Narrative: On climbout; shortly after passing 10;000 feet the cockpit began to fill with smoke. I received a call from the FA (Flight Attendant) a few seconds later reporting the cabin was also filling with smoke. We executed memory items for Cabin/Cockpit smoke. We were unable to determine the source of the smoke; so we ran the EPC for Smoke Removal. I then chose to return to departure airport and informed the FA and the Dispatcher. Once the smoke was removed from the aircraft it did not appear to return; so no further emergency checklists were run except for the overweight landing checklist. We conducted an overweight landing. After exiting the runway we were inspected by CFR. They noted no signs of fire or excessive heat signatures. The cockpit/cabin still showed no new or returning signs of smoke so we continued taxi to the gate. At the gate; CFR (Crash Fire Rescue) checked in with us again as to the condition of our Crew/Passengers. The FA reported no signs of injury or illness from the cabin. The FO (First Officer) and I were OK as well. Passengers were then deplaned and the aircraft was handed over to Maintenance.After speaking with Maintenance the following day; the cause of the smoke was determined to be a failed bearing in the ACM (Air Cycle Machine) of the Left Pack. The presence of smoke in both the cabin and the cockpit probably should have clued us in to the smoke being from the air conditioning system; but in the moment we weren't positive where is was coming from. The FO thought it had an electrical scent; and at times it appeared to be coming from behind the instrument panel. Because of this we never ran the Air Conditioning Smoke EPC. Once donning the O2 masks; CRM became VERY difficult. We correctly established crew communication per the appropriate methods; but even so those masks present a barrier to effective communication. Luckily we were close to ZZZ and I felt the most prudent course of action was to get the aircraft on the ground expeditiously. In our haste we neglected to officially run a Descent Checklist. I also never declared an emergency with ATC; but they gave us every assistance I asked for and I believe they may have declared for us. The Smoke Removal EPC also gives the option to deploy Passenger Oxygen which I elected not to do. I interpreted that to be for the potential high cabin alt that checklist could result in. By time we reached that line in the checklist the smoke was effectively removed and the cabin altitude was safe. I question that decision only because the FO and I wore our masks all the way to the ground yet I did not provide O2 to the passengers. While I'm satisfied with the end results of how we handled the situation; I know we missed a few steps along the way. Suggestions: More training with O2 Masks in the simulator would be helpful. Especially if they were targeted at smoke situations. In a rapid cabin depress scenario the masks are used to get you down to a safe altitude where they can be removed and the crew can regroup and reassess the situation. In a smoke event you may be married to that mask until you get on the ground. It becomes beneficial to have the basic outline of what you intend to do hashed out before you put them on. (I know that isn't always possible). Luckily we were low and close enough to ZZZ that returning to the airport was the obvious priority. We may have been a little too expeditious with our return to ZZZ since we failed to complete some of our normal checklists.

Data retrieved from NASA's ASRS site 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.