Narrative:

We received the aircraft on leg two. When we set thrust for takeoff; up until about 1;000 feet we smelled an exhaust like odor. It was momentary and did not persist. We weren't sure if it was a deciding fluid smell. We smelt it again on the second takeoff; again only from thrust set to about 1;000 feet and wondered if it may be associated with air from pack 1. Because it was momentary we did not believe it to be a threat to safety of flight. On flight 3 we took off with pack 1 off and still had some odor; uncommon to be associated with deciding fluid. We agreed to call maintenance when we landed in ZZZ. When we landed I called maintenance and explained the situation; they indicated that ZZZ was not a maintenance base and told me they'd need to call contract out or have maintenance drive from ZZZ1 to look at the aircraft if I wrote it up and asked if I was willing to simulate a takeoff to see if the odor was present. We went to simulate a takeoff and noted no odor. We went back to the gate and notified maintenance and agreed that we were mutually satisfied there was no issue. I left a note on the yoke for the morning crew to notify them of the smell during takeoffs.suggestions: the following day I was notified that the aircraft cleaners were unwilling to clean the aircraft because of the note of odor I left for the crew. As a result from what I understand; maintenance were called to the aircraft; despite no write up or open discrepancies. The note was intended as useful information to the next crew. During the initial call maintenance were quick to tell me the implications of a write up (calling contract or sending maintenance from ZZZ1) and were keen to find an alternative. I believe if we had made the write up from when I first called the situation would have been handled more appropriately. I was using my best judgment for the run up and was satisfied with the outcome but also had my best intentions in mind by leaving the crew an indication of something they might encounter during their flight considering there was no documentation of the issue or the successful run up. I take pride in the safety of my flights and had the interest of keeping the operation safe.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported fumes on takeoff that resulted in a return to the gate.

Narrative: We received the aircraft on leg two. When we set thrust for takeoff; up until about 1;000 feet we smelled an exhaust like odor. It was momentary and did not persist. We weren't sure if it was a deciding fluid smell. We smelt it again on the second takeoff; again only from thrust set to about 1;000 feet and wondered if it may be associated with air from Pack 1. Because it was momentary we did not believe it to be a threat to safety of flight. On flight 3 we took off with Pack 1 off and still had some odor; uncommon to be associated with deciding fluid. We agreed to call Maintenance when we landed in ZZZ. When we landed I called Maintenance and explained the situation; they indicated that ZZZ was not a Maintenance base and told me they'd need to call contract out or have Maintenance drive from ZZZ1 to look at the aircraft if I wrote it up and asked if I was willing to simulate a takeoff to see if the odor was present. We went to simulate a takeoff and noted no odor. We went back to the gate and notified Maintenance and agreed that we were mutually satisfied there was no issue. I left a note on the yoke for the morning crew to notify them of the smell during takeoffs.Suggestions: The following day I was notified that the aircraft cleaners were unwilling to clean the aircraft because of the note of odor I left for the crew. As a result from what I understand; Maintenance were called to the aircraft; despite no write up or open discrepancies. The note was intended as useful information to the next crew. During the initial call Maintenance were quick to tell me the implications of a write up (calling contract or sending Maintenance from ZZZ1) and were keen to find an alternative. I believe if we had made the write up from when I first called the situation would have been handled more appropriately. I was using my best judgment for the run up and was satisfied with the outcome but also had my best intentions in mind by leaving the crew an indication of something they might encounter during their flight considering there was no documentation of the issue or the successful run up. I take pride in the safety of my flights and had the interest of keeping the operation safe.

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.