B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 100; Flight Crew Total 12500; Flight Crew Type 6000
Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Flight Crew Overcame Equipment Problem
Weather; Human Factors; Aircraft
After a lengthy taxi delay; deicing; and runway closures for poor braking; we departed after the snow removal on 4L with a bleeds off takeoff. At 123 knots; smoke with an associated deicing fluid odor was expelling from the air vents in the flight deck. We continued the takeoff flying runway heading until conditions improved; then continued on the SID. The smoke quickly dissipated and we made a safe continuation to the destination. We notified dispatch and maintenance of the situation; verifying the smoke was associated with improper deicing applications into the APU intake.
At approximately 120-125 kts (15-20 prior to V1) First Officer (FO) noticed light smoke emanating from map case conditioned air outlet and alerted Captain to this fact. Hearing nothing from the Captain; FO continued takeoff roll as briefed; taking into account the obvious deice fluid odor to the smoke. Smoke intensified with an increase in airspeed to the point where FO weighed donning O2/smoke mask; however; this was deemed imprudent as he was flying the aircraft; autopilot is not available for takeoff in this type aircraft; and change of controls was not feasible due to rapidly increasing airspeed on a contaminated runway in a snowstorm. Nearing rotate speed the smoke was intense enough that it became difficult to concentrate on outside and instrument scan. Knowing the source of the smoke through basic systems knowledge and fearing a further intensification of this smoke during the transition to pure IMC scan; FO turned off APU bleed switch which is right above his head in this aircraft. After this; the smoke stopped and dissipated almost immediately. It was approximately this time that the Captain; who had apparently had the smoke blown directly in his face due to his gasper vent being wide open (FO's was fully closed); realized the aircraft was still on runway heading in the HDG SELECT FMA mode in contradiction to the assigned SID which called for a right turn to 060 initially. Captain called this fact out; selected 060 on the MCP; and FO turned to this assigned heading. Deviation estimated at 2-3 miles.
Following a delayed taxi out due to weather and field conditions the B737 was deiced and configured for takeoff with the engine bleeds off and the APU utilized for aircraft pressurization per SOP. As they approached V1; vapor (clearly identified as from deicing fluid) began to exit the air vents. The takeoff was continued and after configuring to normal bleeds/APU off the vapor/fumes dissipated and the flight continued. The First Officer; the pilot flying; considered but did not suggest a rejected takeoff. Runway heading was maintained until the bleed reconfiguration was completed at which time they complied with their cleared departure.