DC10 returns to gate due to noxious fumes on flight deck.

Attributes
ACN	749101
Time
Date	200708
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	DC-10 30
Operating Under FAR Part	Part 121
Flight Phase	ground : position and hold ground : preflight ground : taxi ground : maintenance
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : atp pilot : commercial pilot : instrument pilot : multi engine pilot : cfi
Experience	flight time last 90 days : 60 flight time total : 8500 flight time type : 250
ASRS Report	749101
Events
Anomaly	aircraft equipment problem : critical other anomaly other anomaly
Independent Detector	other flight crewa
Resolutory Action	aircraft : evacuated flight crew : declared emergency other
Consequence	other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

Following a normal preflight; engine start; and initial taxi out; everything was normal. Just prior to takeoff; we started to smell a slight burning type smell in the cockpit. We initially thought it was from a sewage treatment plant located nearby. The aircraft was then cleared for takeoff on runway xx. We taxied onto the runway and agreed as a crew that the smell was a lot stronger and smelled like something was burning. We notified tower we'd like to taxi off the runway and investigate the fumes. Tower initially told us to taxi clearance; and then told us to taxi down the runway to clear at taxiway X. At this time the captain directed the crew to don our oxygen masks and smoke goggles. The appropriate phase 1 was accomplished to include informing our jumpseater to don his mask. I want to note that the throttles were never advanced for a takeoff and the tower asked us immediately if we needed assistance. We then decided the best course of action would be to continue back to our ramp and let maintenance investigate the problem. We were given a quick taxi back to our ramp. Upon reaching taxiway xx; we determined that the fumes were much more intense and the captain directed me to call out the fire trucks. I'm not sure if I ever declared an emergency; but I did request the fire trucks and stated we thought we might have something burning. The trucks responded immediately and met us abeam our gate. We ran the emergency evacuate/evacuation checklist and spoke with the fire department on a discrete frequency. Our intention was to egress via our crew stairs; but they were slow in bringing them out to the aircraft and the fire department requested we pop the slide. The evacuate/evacuation checklist was finished and we egressed via the slide on the L1 door. As of writing this; the cause of the burning smell could not be 100% idented. There was a skydrol leak found in the main gear area and the flight engineer's seat may have malfunctioned and overheated. The plane was being looked at when I left ZZZ a few hours later.

Original NASA ASRS Text

Title: DC10 RETURNS TO GATE DUE TO NOXIOUS FUMES ON FLT DECK.

Narrative: FOLLOWING A NORMAL PREFLT; ENG START; AND INITIAL TAXI OUT; EVERYTHING WAS NORMAL. JUST PRIOR TO TKOF; WE STARTED TO SMELL A SLIGHT BURNING TYPE SMELL IN THE COCKPIT. WE INITIALLY THOUGHT IT WAS FROM A SEWAGE TREATMENT PLANT LOCATED NEARBY. THE ACFT WAS THEN CLRED FOR TKOF ON RWY XX. WE TAXIED ONTO THE RWY AND AGREED AS A CREW THAT THE SMELL WAS A LOT STRONGER AND SMELLED LIKE SOMETHING WAS BURNING. WE NOTIFIED TWR WE'D LIKE TO TAXI OFF THE RWY AND INVESTIGATE THE FUMES. TWR INITIALLY TOLD US TO TAXI CLRNC; AND THEN TOLD US TO TAXI DOWN THE RWY TO CLR AT TXWY X. AT THIS TIME THE CAPT DIRECTED THE CREW TO DON OUR OXYGEN MASKS AND SMOKE GOGGLES. THE APPROPRIATE PHASE 1 WAS ACCOMPLISHED TO INCLUDE INFORMING OUR JUMPSEATER TO DON HIS MASK. I WANT TO NOTE THAT THE THROTTLES WERE NEVER ADVANCED FOR A TKOF AND THE TWR ASKED US IMMEDIATELY IF WE NEEDED ASSISTANCE. WE THEN DECIDED THE BEST COURSE OF ACTION WOULD BE TO CONTINUE BACK TO OUR RAMP AND LET MAINT INVESTIGATE THE PROB. WE WERE GIVEN A QUICK TAXI BACK TO OUR RAMP. UPON REACHING TXWY XX; WE DETERMINED THAT THE FUMES WERE MUCH MORE INTENSE AND THE CAPT DIRECTED ME TO CALL OUT THE FIRE TRUCKS. I'M NOT SURE IF I EVER DECLARED AN EMER; BUT I DID REQUEST THE FIRE TRUCKS AND STATED WE THOUGHT WE MIGHT HAVE SOMETHING BURNING. THE TRUCKS RESPONDED IMMEDIATELY AND MET US ABEAM OUR GATE. WE RAN THE EMER EVAC CHKLIST AND SPOKE WITH THE FIRE DEPT ON A DISCRETE FREQ. OUR INTENTION WAS TO EGRESS VIA OUR CREW STAIRS; BUT THEY WERE SLOW IN BRINGING THEM OUT TO THE ACFT AND THE FIRE DEPT REQUESTED WE POP THE SLIDE. THE EVAC CHKLIST WAS FINISHED AND WE EGRESSED VIA THE SLIDE ON THE L1 DOOR. AS OF WRITING THIS; THE CAUSE OF THE BURNING SMELL COULD NOT BE 100% IDENTED. THERE WAS A SKYDROL LEAK FOUND IN THE MAIN GEAR AREA AND THE FLT ENGINEER'S SEAT MAY HAVE MALFUNCTIONED AND OVERHEATED. THE PLANE WAS BEING LOOKED AT WHEN I LEFT ZZZ A FEW HRS LATER.

Data retrieved from NASA's ASRS site as of January 2009 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.