Narrative:

Upon rotation; I started to notice smoke and fumes in the cockpit. It was a like a fine haze. Captain and I asked each other questions and confirmed what we both had thought. We continued flying the airplane and put on crew oxygen masks. Upon reaching 10;000 ft. Captain asked the flight attendant a general question to not influence her opinion of the situation. She noticed the smoke and fumes. We stopped at 14;000 ft.; told ATC we are diverting back to ZZZ as a precaution and requested priority handling. I pulled out the QRH and confirmed with captain I selected the appropriate checklist. Smoke/fire/fumes. We ran through the QRH as a say and do until the checklist item; 'manual controller'. I then began to read each item at a time so we knew what would happen. While all this was going on; we were task saturated and workload was at our highest for both PF/PNF. Flying the airplane was number one; on top of that we had ATC to talk with as well as dispatch; our flight attendant and the passengers in the back. The constant interruptions made going through the QRH more difficult. By the time I had read a good portion of the QRH; we were already within a vector of intercepting the localizer for the lda approach. We then had me run the QRH as a say and do from where we left off. We were below 10;000 ft. When we dumped the cabin pressure which helped clear out some of the smoke and reduced the strain on the passengers ears. After deselecting the shed buses; bus ties and gens; and losing so much equipment; captain elected to use PIC authority; turning back on the electrical equipment. The reasons being; smoke had not worsen with the equipment on; as well as being within a minute or two of landing; losing the equipment was going to become more of a hindrance than a help. At that point; after restoring gen 2/4; bus ties; and shed buses; we ran appropriate performance calculations and descent checklists. With the power restored; I was able to use communications; alleviating workload from the PF. While the PF did not have autopilot; he still had command bars. With us being so close to landing; I did not have time to switch my pfd/mfd to captains side for information; so my heading and attitude information was missing. It did not make it worse as I just looked over at the captains screen as pm. We made a successful approach and landing where emergency equipment met us off the runway. They noticed nothing so we elected to taxi back to the gate.we detected it on rotation by the smell and smoke. Looking back and after flying an airplane with clean air. We might have been able to detect it sooner.it is my opinion that the smoke/fumes originated from pack 1. I am not completely sure as the origination of the source was not obvious at the time.as a precaution; we diverted back to our origination airport as a precaution; advised ATC; ran the appropriate checklists and procedures; used crew oxygen masks; had emergency vehicles meet us; and taxi back under our own power back to the gate.my ground and sim training helped prepare me for this type of event. Make sure to continue to review procedures and checklists.

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Original NASA ASRS Text

Title: ERJ145 Captain reported smoke and fumes in the aircraft after takeoff that resulted in a diversion.

Narrative: Upon rotation; I started to notice smoke and fumes in the cockpit. It was a like a fine haze. Captain and I asked each other questions and confirmed what we both had thought. We continued flying the airplane and put on crew oxygen masks. Upon reaching 10;000 ft. Captain asked the Flight Attendant a general question to not influence her opinion of the situation. She noticed the smoke and fumes. We stopped at 14;000 ft.; told ATC we are diverting back to ZZZ as a precaution and requested priority handling. I pulled out the QRH and confirmed with Captain I selected the appropriate checklist. SMOKE/FIRE/FUMES. We ran through the QRH as a say and do until the checklist item; 'Manual Controller'. I then began to read each item at a time so we knew what would happen. While all this was going on; we were task saturated and workload was at our highest for both PF/PNF. Flying the airplane was number one; on top of that we had ATC to talk with as well as Dispatch; our Flight Attendant and the passengers in the back. The constant interruptions made going through the QRH more difficult. By the time I had read a good portion of the QRH; we were already within a vector of intercepting the LOC for the LDA approach. We then had me run the QRH as a say and do from where we left off. We were below 10;000 ft. when we dumped the cabin pressure which helped clear out some of the smoke and reduced the strain on the passengers ears. After deselecting the Shed Buses; Bus Ties and Gens; and losing so much equipment; Captain elected to use PIC authority; turning back on the electrical equipment. The reasons being; smoke had not worsen with the equipment on; as well as being within a minute or two of landing; losing the equipment was going to become more of a hindrance than a help. At that point; after restoring Gen 2/4; Bus Ties; and Shed Buses; we ran appropriate performance calculations and descent checklists. With the power restored; I was able to use communications; alleviating workload from the PF. While the PF did not have autopilot; he still had command bars. With us being so close to landing; I did not have time to switch my PFD/MFD to Captains side for information; so my heading and attitude information was missing. It did not make it worse as I just looked over at the Captains screen as PM. We made a successful approach and landing where emergency equipment met us off the runway. They noticed nothing so we elected to taxi back to the gate.We detected it on rotation by the smell and smoke. Looking back and after flying an airplane with clean air. We might have been able to detect it sooner.It is my opinion that the smoke/fumes originated from Pack 1. I am not completely sure as the origination of the source was not obvious at the time.As a precaution; we diverted back to our origination airport as a precaution; advised ATC; ran the appropriate Checklists and Procedures; Used Crew Oxygen Masks; Had Emergency Vehicles Meet Us; and Taxi back under our own power back to the gate.My ground and sim training helped prepare me for this type of event. Make sure to continue to review procedures and 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.