Narrative:

Upon departure off runway 15 all systems and procedures were normal. As we were climbing out; somewhere around 2500-3000' I transfered the bleeds from the APU to the engines; reviewed the EICAS and ecs pages for proper valve position as well as generator function. I then shut down the APU and completed the after takeoff checklist. After the after takeoff check list was complete we were issued further climb instructions as well as vectors to the first fix. At about 5000' we noticed a burning odor in the cockpit that smelled like plastic. Our first reaction was to check circuit breakers and electrical pages for a possible electrical fire. I then called the flight attendant as to if she noticed a smell. Without prompting she confirmed that she also smelled something burning and was noticing a haze forming in the rear of the airplane. At this point she advised me that she would have one of the two commuting captains go with her to the rear of the aircraft to investigate. We then reviewed our location and determined that our departure airport was our best option for diversion as we were only 26 miles out and it was VMC. The flight attendant advised the haze was starting to develop more and that the passengers were now complaining as well. I told her we would be returning to ZZZ and to prepare the passengers and cabin for landing right away. We then declared an emergency and requested an immediate return to ZZZ. We received vectors and a descent clearance right away for a landing.at this point I ran the in range check list; notified ATC of souls on board and fuel and set up the landing data. I also was able to check in with the flight attendant to get an update of the situation in the cabin; she reported she was prepared for the landing and that the smoke and fumes situation was remaining consistent. We had also gotten out our oxygen masks in preparation for smoke if needed; however at that point it had not reached the cockpit. Given the fact that the masks are cumbersome and also dirty; and the face shield is dusty and hard to see out of we elected to leave them on our laps as a last resort in order to see and communicate better. We then landed without incident turned off the runway and right into the ramp where crash fire rescue equipment personnel were waiting. After we opened the door they boarded right away; confirmed the fumes and asked the passengers to leave the aircraft. This was a calm orderly process thanks to the flight attendant briefing prior to landing; and the buses were right there to take them off. After the fire department confirmed the absence of fire; we shut down the aircraft and contacted the company. Upon writing up the problem the mechanic showed up and began his investigation into the issue. Because the fumes had started to give us sore throats; headaches and nausea we elected to go to the terminal for fresh air. Upon reaching the gate the captain was called by dispatch and told we needed to go back and run the engines. We returned to the plane and the mechanic said he was at least 30 minutes from doing any kind of testing. We then went to operations to wait. At this point we were still feeling bad. The captain was contacted a second time and again told we needed to run and fly the aircraft so we walked back a second time and found an FAA inspector had arrived. We introduced ourselves and gave our statements. He asked if we had any side effects and if we had sought medical attention and we reported yes; we did have symptoms; and no; we had not been seen by medical professionals. He was concerned that we had not been seen by anyone and that we were requested to operate the aircraft again without a firm answer on what went wrong as well as all three crew members having indications of some physical trauma. At this point he attempted to contact our dispatch and maintenance and express his concern with the situation. Despite those efforts; the captain was again asked to fly the airplane after the FAA inspectors disapproval. The source of the fumes was still not verified. At that time we were developing more symptoms; headaches and increased nausea. All three of us elected to go to a hospital and seek medical attention. Upon arrival at the hospital we were examined. During my evaluation it was discovered that I had elevated levels of carbon monoxide in my blood; past the normal tolerance; which explained my headache; sore throat and nausea. This was several hours after the event so the doctors were not sure how much it had changed since that time. I was put on oxygen for a few hours until they were able to bring the carbon monoxide levels down. It took quite a while. The captain and flight attendant also developed rashes. After the carbon monoxide levels were reduced to acceptable levels we were discharged and sent to the hotel and then home the next day. If this ever happens again I will not hesitate to put on the oxygen masks even at low altitude and even if the level of fumes is low. We were reluctant due to the fact that they were dusty and dirty; and hard to see out of which makes visibility and communication difficult. We did have them ready though as a last resort. I will say that the crew did a great job handling the situation and all went very smoothly.

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Original NASA ASRS Text

Title: A CRJ-200 flight crew declared an emergency and returned to their departure airport when noxious fumes invaded the cockpit and cabin. Medical examination after the event disclosed carbon monoxide levels above the acceptable standard in all three crewmembers. The flight crew had consciously decided against using their O2 masks and goggles because they felt the level of exposure did not require doing so.

Narrative: Upon departure off Runway 15 all systems and procedures were normal. As we were climbing out; somewhere around 2500-3000' I transfered the bleeds from the APU to the engines; reviewed the EICAS and ECS pages for proper valve position as well as generator function. I then shut down the APU and completed the after takeoff checklist. After the after takeoff check list was complete we were issued further climb instructions as well as vectors to the first fix. At about 5000' we noticed a burning odor in the cockpit that smelled like plastic. Our first reaction was to check circuit breakers and electrical pages for a possible electrical fire. I then called the Flight Attendant as to if she noticed a smell. Without prompting she confirmed that she also smelled something burning and was noticing a haze forming in the rear of the airplane. At this point she advised me that she would have one of the two commuting Captains go with her to the rear of the aircraft to investigate. We then reviewed our location and determined that our departure airport was our best option for diversion as we were only 26 miles out and it was VMC. The Flight Attendant advised the haze was starting to develop more and that the passengers were now complaining as well. I told her we would be returning to ZZZ and to prepare the passengers and cabin for landing right away. We then declared an emergency and requested an immediate return to ZZZ. We received vectors and a descent clearance right away for a landing.At this point I ran the in range check list; notified ATC of souls on board and fuel and set up the landing data. I also was able to check in with the Flight attendant to get an update of the situation in the cabin; she reported she was prepared for the landing and that the smoke and fumes situation was remaining consistent. We had also gotten out our oxygen masks in preparation for smoke if needed; however at that point it had not reached the cockpit. Given the fact that the masks are cumbersome and also dirty; and the face shield is dusty and hard to see out of we elected to leave them on our laps as a last resort in order to see and communicate better. We then landed without incident turned off the runway and right into the ramp where CFR personnel were waiting. After we opened the door they boarded right away; confirmed the fumes and asked the passengers to leave the aircraft. This was a calm orderly process thanks to the Flight Attendant briefing prior to landing; and the buses were right there to take them off. After the fire department confirmed the absence of fire; we shut down the aircraft and contacted the company. Upon writing up the problem the mechanic showed up and began his investigation into the issue. Because the fumes had started to give us sore throats; headaches and nausea we elected to go to the terminal for fresh air. Upon reaching the gate the Captain was called by Dispatch and told we needed to go back and run the engines. We returned to the plane and the mechanic said he was at least 30 minutes from doing any kind of testing. We then went to Operations to wait. At this point we were still feeling bad. The Captain was contacted a second time and again told we needed to run and fly the aircraft so we walked back a second time and found an FAA inspector had arrived. We introduced ourselves and gave our statements. He asked if we had any side effects and if we had sought medical attention and we reported yes; we did have symptoms; and no; we had not been seen by medical professionals. He was concerned that we had not been seen by anyone and that we were requested to operate the aircraft again without a firm answer on what went wrong as well as all three crew members having indications of some physical trauma. At this point he attempted to contact our dispatch and maintenance and express his concern with the situation. Despite those efforts; the Captain was again asked to fly the airplane after the FAA Inspectors disapproval. The source of the fumes was still not verified. At that time we were developing more symptoms; headaches and increased nausea. All three of us elected to go to a hospital and seek medical attention. Upon arrival at the hospital we were examined. During my evaluation it was discovered that I had elevated levels of carbon monoxide in my blood; past the normal tolerance; which explained my headache; sore throat and nausea. This was several hours after the event so the doctors were not sure how much it had changed since that time. I was put on oxygen for a few hours until they were able to bring the carbon monoxide levels down. It took quite a while. The Captain and Flight Attendant also developed rashes. After the carbon monoxide levels were reduced to acceptable levels we were discharged and sent to the hotel and then home the next day. If this ever happens again I will not hesitate to put on the oxygen masks even at low altitude and even if the level of fumes is low. We were reluctant due to the fact that they were dusty and dirty; and hard to see out of which makes visibility and communication difficult. We did have them ready though as a last resort. I will say that the crew did a great job handling the situation and all went very smoothly.

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.