Narrative:

While taxiing for takeoff the first officer and I smelled an unusual odor in the cockpit. The best way I can describe the smell is to say that it smelled like chemicals (maybe the way lysol smells after your spray it). While reviewing the logbook at the gate; I noticed the aircraft had the #1 engine washed that night. I suspected the odor was associated with that maintenance procedure but was unsure. When the flight attendants called ready for takeoff; they alerted us to the odor. At that point; we delayed departure so that I could call maintenance control to see if the odor was in fact related to the engine wash maintenance procedure. I wanted to make sure there was a logical reason for the odor. Maintenance control advised that the odor we smelled was possibly caused by the engine wash. They asked if the smell was unbearable and it wasn't. At that point; they advised that I could return to gate if we felt the situation warranted. All along the odor had been dissipating and at this point of the sequence of events; the odor was gone. I discussed the phone call with my first officer and we both agreed that it would be okay to depart. I would also add that I flew one of the first revenue flights of the aircraft that had a fire in flight. That aircraft had an acrid smell from the fire and it also had a rather unpleasant odor from some type of disinfecting chemical used in the air conditioning ducting (so I was told). That aircraft was in revenue service for weeks as I recall. Anyhow; that experience with [that aircraft]; my conversation with maintenance control and the fact that the odor had dissipated satisfied me that it was okay to depart. Cleared for takeoff; we set takeoff thrust. The first officer was the pilot flying. Almost immediately; the odor we had experienced became present; but this time to a much greater intensity. Also; I began to notice smoke in the cockpit. I immediately rejected the takeoff. At this time; the flight attendants emergency called the cockpit. I would say I rejected the takeoff at forty (40) KIAS. The brake temperatures stayed in the normal green range. I stopped the aircraft on the runway. Smoke was present; but it was not overpowering and it seemed like it wasn't getting any worse. The first officer took the call from the flight attendants and they reported smoke in the cabin. I donned my oxygen mask so I could better focus on the situation at hand. My first reaction was to call for the smoke evacuation procedure; but ran the evacuation placard procedure. At the stop and assess point of the checklist; I knew the reason for the smoke. There were no EICAS messages or any reason to believe the smoke was fire related. The smoke was still present and slowly dissipating. I did not want to evacuate the aircraft at this point. The thrust levers were at idle and I reasoned that we just needed a few minutes for the air to turnover in the cabin. The first officer was in contact with the flight attendants and they reported that the smoke was dissipating in the cabin. I figured there was more risk in evacuating the aircraft and it was a safer course of action not to evacuate. At this point I advised the tower that we would taxi back to the gate and I asked my first officer to begin getting in touch with operations. I also made a PA to the passengers and explained the situation to them. During the taxi-in; we started the APU and shut down engine number one (1); since that was the engine that had the engine wash maintenance procedure. This would help make the cabin air more pure. We had a difficult time raising operations on the radio; so I asked my first officer to call dispatch on the cell phone and have them call operations on the landline. I did not want to wait for a gate upon reaching the ramp. Luckily; entering the ramp; there was a gate available and we were able to reach operations on the radio. I would say we waited about 3 minutes before being able to park at the gate. At this point; the smoke was cleared from the cockpit; but the odor was pungent. All the passengers deplaned. I stood at the forward galley to meet the deplaning passengers and not one person identified any medical or heath issue. With respects to crewmembers; all of us tasted the odor in our mouths/throats after the event and throughout the day. One flight attendant got sick once we were in the terminal; but subsequently felt better throughout the day. Lastly; I would like to recognize my crew for their professionalism during this event. Everyone worked really well together. I am truly pleased with the level of CRM demonstrated by all members of the crew. With regard to this particular instance; I am very disappointed in maintenance. I have learned that this engine washing procedure is fairly common; yet we never hear of any similar odor/smoke incidents that arise after such maintenance procedure. After conversing with the mechanics; I feel that the maintenance procedure may not have been performed properly; thereby resulting in my crew being put in an undesirable and unnecessary situation.

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Original NASA ASRS Text

Title: An ERJ170 crew rejected a takeoff and returned to the gate after residual engine wash fluid from the previous nights engine wash caused an acrid smell and smoke.

Narrative: While taxiing for takeoff the First Officer and I smelled an unusual odor in the cockpit. The best way I can describe the smell is to say that it smelled like chemicals (maybe the way Lysol smells after your spray it). While reviewing the logbook at the gate; I noticed the aircraft had the #1 engine washed that night. I suspected the odor was associated with that maintenance procedure but was unsure. When the flight attendants called ready for takeoff; they alerted us to the odor. At that point; we delayed departure so that I could call Maintenance Control to see if the odor was in fact related to the engine wash maintenance procedure. I wanted to make sure there was a logical reason for the odor. Maintenance Control advised that the odor we smelled was possibly caused by the engine wash. They asked if the smell was unbearable and it wasn't. At that point; they advised that I could return to gate if we felt the situation warranted. All along the odor had been dissipating and at this point of the sequence of events; the odor was gone. I discussed the phone call with my First Officer and we both agreed that it would be okay to depart. I would also add that I flew one of the first revenue flights of the aircraft that had a fire in flight. That aircraft had an acrid smell from the fire and it also had a rather unpleasant odor from some type of disinfecting chemical used in the air conditioning ducting (so I was told). That aircraft was in revenue service for weeks as I recall. Anyhow; that experience with [that aircraft]; my conversation with Maintenance Control and the fact that the odor had dissipated satisfied me that it was okay to depart. Cleared for takeoff; we set takeoff thrust. The First Officer was the pilot flying. Almost immediately; the odor we had experienced became present; but this time to a much greater intensity. Also; I began to notice smoke in the cockpit. I immediately rejected the takeoff. At this time; the flight attendants EMER called the cockpit. I would say I rejected the takeoff at forty (40) KIAS. The brake temperatures stayed in the normal green range. I stopped the aircraft on the runway. Smoke was present; but it was not overpowering and it seemed like it wasn't getting any worse. The First Officer took the call from the Flight Attendants and they reported smoke in the cabin. I donned my oxygen mask so I could better focus on the situation at hand. My first reaction was to call for the smoke evacuation procedure; but ran the Evacuation Placard procedure. At the stop and assess point of the checklist; I knew the reason for the smoke. There were no EICAS messages or any reason to believe the smoke was fire related. The smoke was still present and slowly dissipating. I did not want to evacuate the aircraft at this point. The thrust levers were at idle and I reasoned that we just needed a few minutes for the air to turnover in the cabin. The First Officer was in contact with the Flight Attendants and they reported that the smoke was dissipating in the cabin. I figured there was more risk in evacuating the aircraft and it was a safer course of action NOT to evacuate. At this point I advised the tower that we would taxi back to the gate and I asked my First Officer to begin getting in touch with operations. I also made a PA to the passengers and explained the situation to them. During the taxi-in; we started the APU and shut down engine number one (1); since that was the engine that had the engine wash maintenance procedure. This would help make the cabin air more pure. We had a difficult time raising operations on the radio; so I asked my First Officer to call Dispatch on the cell phone and have them call operations on the landline. I did not want to wait for a gate upon reaching the ramp. Luckily; entering the ramp; there was a gate available and we were able to reach operations on the radio. I would say we waited about 3 minutes before being able to park at the gate. At this point; the smoke was cleared from the cockpit; but the odor was pungent. All the passengers deplaned. I stood at the forward galley to meet the deplaning passengers and not one person identified any medical or heath issue. With respects to crewmembers; all of us tasted the odor in our mouths/throats after the event and throughout the day. One flight attendant got sick once we were in the terminal; but subsequently felt better throughout the day. Lastly; I would like to recognize my crew for their professionalism during this event. Everyone worked really well together. I am truly pleased with the level of CRM demonstrated by all members of the crew. With regard to this particular instance; I am very disappointed in maintenance. I have learned that this engine washing procedure is fairly common; yet we never hear of any similar odor/smoke incidents that arise after such maintenance procedure. After conversing with the mechanics; I feel that the maintenance procedure may not have been performed properly; thereby resulting in my crew being put in an undesirable and unnecessary situation.

Data retrieved from NASA's ASRS site as of April 2012 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.