Narrative:

We pulled the aircraft out of a heated hangar at our home base and immediately applied type iv anti-ice fluid to the aircraft. I briefed the line service technician on the procedure and told him that we wanted the fluid applied to the wings and tail; being sure to stay away from the APU intake; windshield; and probes. I supervised the application and didn't see anything amiss other than application of some fluid to the side of the fuselage at window level. After a final tactile inspection; I boarded the aircraft and started the APU immediately and performed all standard pre-flight checklists. We started the engines normally and saw no abnormal indications. The taxi was normal and we briefed the take-off on a contaminated runway. All necessary computations were completed and we proceeded into position on runway 34. The take-off roll was uneventful until just after rotation. Immediately after rotation and less than 50 ft AGL I noticed that smoke was entering the cockpit. I notified the captain and we both immediately donned our oxygen masks. I then notified the tower and declared an emergency due to smoke in the cockpit. We continued the climb to a safe altitude as briefed; but the smoke rapidly worsened. Visibility in cockpit was estimated at 10-12 inches for a period of approximately 90 seconds. Due to the low visibility and ceiling we were unable to maintain visual contact with the ground and entered the clouds. The captain turned the aircraft to enter a left downwind and proceeded towards the ILS approach. As the captain maintained control of the aircraft I began the smoke/fire checklist. The smoke was beginning to dissipate somewhat and I shut down the APU and air conditioning packs. This improved the situation and almost all of the smoke was out of the cockpit. We continued to the ILS approach and landed uneventfully. After landing the fire department assured us there was no smoke or fire visible from outside and we decided to exit the runway at that time. No damage was done to the aircraft and a post-flight inspection by our maintenance department confirmed this. To the best of our knowledge; we believe that some of the type iv anti-ice fluid entered the APU inlet upon aircraft rotation. This fluid then 'burned' through the APU and caused a great amount of smoke to enter the cabin and cockpit. Our recommendation in the future; if anti-ice application takes place; will be to take-off with the APU load control valve (lcv) off to prevent smoke or fumes from entering the cabin in the event that type iv fluid is ingested into the APU.

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Original NASA ASRS Text

Title: A CL604 flight crew experienced smoke in the cockpit immediately after takeoff; declared an emergency and returned to land. Type IV anti-icing fluid in the APU intake was suspected as the source of the smoke.

Narrative: We pulled the aircraft out of a heated hangar at our home base and immediately applied Type IV anti-ice fluid to the aircraft. I briefed the line service technician on the procedure and told him that we wanted the fluid applied to the wings and tail; being sure to stay away from the APU intake; windshield; and probes. I supervised the application and didn't see anything amiss other than application of some fluid to the side of the fuselage at window level. After a final tactile inspection; I boarded the aircraft and started the APU immediately and performed all standard pre-flight checklists. We started the engines normally and saw no abnormal indications. The taxi was normal and we briefed the take-off on a contaminated runway. All necessary computations were completed and we proceeded into position on Runway 34. The take-off roll was uneventful until just after rotation. Immediately after rotation and less than 50 FT AGL I noticed that smoke was entering the cockpit. I notified the Captain and we both immediately donned our oxygen masks. I then notified the Tower and declared an emergency due to smoke in the cockpit. We continued the climb to a safe altitude as briefed; but the smoke rapidly worsened. Visibility in cockpit was estimated at 10-12 inches for a period of approximately 90 seconds. Due to the low visibility and ceiling we were unable to maintain visual contact with the ground and entered the clouds. The Captain turned the aircraft to enter a left downwind and proceeded towards the ILS approach. As the Captain maintained control of the aircraft I began the Smoke/Fire checklist. The smoke was beginning to dissipate somewhat and I shut down the APU and Air Conditioning Packs. This improved the situation and almost all of the smoke was out of the cockpit. We continued to the ILS approach and landed uneventfully. After landing the fire department assured us there was no smoke or fire visible from outside and we decided to exit the runway at that time. No damage was done to the aircraft and a post-flight inspection by our maintenance department confirmed this. To the best of our knowledge; we believe that some of the Type IV anti-ice fluid entered the APU inlet upon aircraft rotation. This fluid then 'burned' through the APU and caused a great amount of smoke to enter the cabin and cockpit. Our recommendation in the future; if anti-ice application takes place; will be to take-off with the APU Load Control Valve (LCV) OFF to prevent smoke or fumes from entering the cabin in the event that TYPE IV fluid is ingested into the APU.

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.