Narrative:

I was the pilot monitoring. Climb-out was normal until approximately 15000 ft; when we began to notice an odor in the cockpit. Shortly thereafter; we also noticed a smoky haze developing. We donned our oxygen masks and I began to run the 'smoke or fire or fumes' checklist. As I was working that checklist; the first officer announced that the oil pressure oil pressure checklist and discovered that the oil pressure would remain in the normal range at a reduced thrust setting; so in accordance with the checklist; an engine shutdown was not necessary. I declared an emergency and elected to return to ZZZ. During the descent; the smoke began to dissipate; most likely a result of the right side of the pneumatic system having been isolated by the 'smoke or fire or fumes' checklist. We were somewhat sure that the smoke was being produced by the right engine; and thought it was probably an oil seal that had failed (initial postflight diagnosis by maintenance points to a fuel/oil cooler leak). Even so; we kept our oxygen masks on until after landing; by which time the smoke had cleared. We could not be sure that the right engine would not have to be shut down at some point; so I decided to take over as pilot flying once things had settled down and the non-normal checklists were completed. I opened the quick reference handbook to the 'engine failure/shutdown' checklist and handed it to the first officer just in case we needed it before we got back on the ground. With 1 engine operating at a reduced thrust setting and possibly subject to failure; I elected to fly the approach using the single engine profile. We landed on runway xx; cleared the runway; and returned to the ramp once cleared by crash fire rescue equipment. Due to the possible inhalation hazard; the first officer and I sought medical attention. This was just a precautionary measure; as neither of us had experienced any abnormal symptoms. We were both fine and cleared to return to duty. One thing that would be very useful (in ZZZ especially) would be a discrete frequency for crash fire rescue. Since we came back during the outbound departure push; the radios were very busy. We ended up talking to the crash fire rescue on 121.5; but a separate frequency would be better for everybody involved. I will say that we received outstanding support from each area of responsibility -- ATC; crash fire rescue; ramp; maintenance; and the on-duty chief pilot.

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Original NASA ASRS Text

Title: B757 flight crew notices a smoky haze and odor passing 15000 ft in the climb. Engine low oil pressure is noted shortly thereafter and the crew declares an emergency. Uneventful landing ensues with the engine at idle.

Narrative: I was the pilot monitoring. Climb-out was normal until approximately 15000 ft; when we began to notice an odor in the cockpit. Shortly thereafter; we also noticed a smoky haze developing. We donned our oxygen masks and I began to run the 'smoke or fire or fumes' checklist. As I was working that checklist; the First Officer announced that the oil pressure Oil Pressure checklist and discovered that the oil pressure would remain in the normal range at a reduced thrust setting; so in accordance with the checklist; an engine shutdown was not necessary. I declared an emergency and elected to return to ZZZ. During the descent; the smoke began to dissipate; most likely a result of the right side of the pneumatic system having been isolated by the 'Smoke or Fire or Fumes' checklist. We were somewhat sure that the smoke was being produced by the right engine; and thought it was probably an oil seal that had failed (initial postflight diagnosis by maintenance points to a fuel/oil cooler leak). Even so; we kept our oxygen masks on until after landing; by which time the smoke had cleared. We could not be sure that the right engine would not have to be shut down at some point; so I decided to take over as pilot flying once things had settled down and the non-normal checklists were completed. I opened the Quick Reference Handbook to the 'Engine Failure/Shutdown' checklist and handed it to the First Officer just in case we needed it before we got back on the ground. With 1 engine operating at a reduced thrust setting and possibly subject to failure; I elected to fly the approach using the single engine profile. We landed on Runway XX; cleared the runway; and returned to the ramp once cleared by crash fire rescue equipment. Due to the possible inhalation hazard; the First Officer and I sought medical attention. This was just a precautionary measure; as neither of us had experienced any abnormal symptoms. We were both fine and cleared to return to duty. One thing that would be very useful (in ZZZ especially) would be a discrete frequency for crash fire rescue. Since we came back during the outbound Departure push; the radios were very busy. We ended up talking to the crash fire rescue on 121.5; but a separate frequency would be better for everybody involved. I will say that we received outstanding support from each area of responsibility -- ATC; crash fire rescue; ramp; maintenance; and the On-Duty Chief Pilot.

Data retrieved from NASA's ASRS site as of May 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.