Narrative:

We were tasked with ferrying aircraft as engine 1 had oil consumption issues. My first officer and I arrived at the hangar for the ferry flight; took possession of the ferry permit paperwork; reviewed the aml and then went out to the aircraft. During the preflight check I made a note that engine 1 oil quantity was 10 qts and engine 2 was at 13 qts. We also noted that the aircraft had snow and frost all over so; after preflight and departure paperwork completion we set about to get the aircraft de-iced. We were informed that we would need to taxi the aircraft to gate xx for de-icing. After completion of preflight checks and the before start and engine start checklists; we elected to start both engines for the taxi from the hangar to gate xx. This would allow both engines to begin warming up and give us a chance to monitor engine 1 for oil consumption. After engine start; engine 1 oil quantity would fluctuate from 10 qts to 9 qts and back but never indicated below 9 qts. Engine 2 oil quantity remained at 13 qts the entire time. Taxied to gate xx both engines warmed up to +40C oil temp normally and all engine indications remained in the green range during the taxi and the deicing procedure which was accomplished at the gate with engine 1 at idle and engine 2 off. After de-icing we departed gate xx and taxied out to the runway. All engine indications remained in the green range and engine 2 returned to normal operating oil temp and we prepared for takeoff.during the takeoff roll my first officer noticed an odd smell and then around 80 KIAS to 90 KIAS we both saw and smelled the flight deck filling with smoke. My first officer called the abort as I was beginning the abort procedure at somewhere around 95 KIAS to 100 KIAS. We aborted the takeoff and exited the runway and stopped the aircraft on the taxiway. We ran the 'cabin or cockpit fire/smoke/fumes' epc checklist and secured engine 1 as we thought that would most likely be the source of the problem. By the time we exited the runway the smoke was already starting to dissipate. Despite the high speed abort; both brake temp indicators on the mfd remained in the green range and we received no EICAS messages of any kind. As we were exiting the runway; tower asked if we required assistance and we told them yes. They sent crash fire rescue out to us and; even though we did not get a chance to declare an emergency; we figured it was no longer necessary to do so since the tower had already contacted crash fire rescue equipment for us. Crash fire rescue equipment came out to the aircraft; and asked us to secure engine 2. We started the APU and shut down engine 2. Once both engines were off; crash fire rescue equipment performed an exterior and interior check and found no evidence of a fire. After conferring with operations; maintenance control; and local maintenance who had now come out to the aircraft; we restarted engine 2 and taxied the aircraft from the taxiway to the hangar without incident and with crash fire rescue equipment following us the entire way. At the hangar; we returned the aircraft to ZZZ maintenance.engine 1 oil quantity was still at 10 qts when we left the aircraft for the night and all of the EICAS engine indications were normal and in the green range throughout the entire event and all the way to shut down.

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Original NASA ASRS Text

Title: EMB-145 Captain reported rejecting the takeoff after detecting an unusual smell followed by smoke in the flight deck.

Narrative: We were tasked with ferrying aircraft as engine 1 had oil consumption issues. My FO and I arrived at the hangar for the ferry flight; took possession of the ferry permit paperwork; reviewed the AML and then went out to the aircraft. During the preflight check I made a note that engine 1 oil quantity was 10 qts and engine 2 was at 13 qts. We also noted that the aircraft had snow and frost all over so; after preflight and departure paperwork completion we set about to get the aircraft de-iced. We were informed that we would need to taxi the aircraft to Gate XX for de-icing. After completion of preflight checks and the before start and engine start checklists; we elected to start both engines for the taxi from the hangar to Gate XX. This would allow both engines to begin warming up and give us a chance to monitor engine 1 for oil consumption. After engine start; engine 1 oil quantity would fluctuate from 10 qts to 9 qts and back but never indicated below 9 qts. Engine 2 oil quantity remained at 13 qts the entire time. Taxied to Gate XX both engines warmed up to +40C oil temp normally and all engine indications remained in the green range during the taxi and the deicing procedure which was accomplished at the gate with engine 1 at idle and engine 2 off. After de-icing we departed Gate XX and taxied out to the runway. All engine indications remained in the green range and engine 2 returned to normal operating oil temp and we prepared for takeoff.During the takeoff roll my FO noticed an odd smell and then around 80 KIAS to 90 KIAS we both saw and smelled the flight deck filling with smoke. My FO called the abort as I was beginning the abort procedure at somewhere around 95 KIAS to 100 KIAS. We aborted the takeoff and exited the runway and stopped the aircraft on the taxiway. We ran the 'Cabin or Cockpit Fire/Smoke/Fumes' EPC checklist and secured engine 1 as we thought that would most likely be the source of the problem. By the time we exited the runway the smoke was already starting to dissipate. Despite the high speed abort; both brake temp indicators on the MFD remained in the green range and we received no EICAS messages of any kind. As we were exiting the runway; tower asked if we required assistance and we told them yes. They sent Crash Fire Rescue out to us and; even though we did not get a chance to declare an emergency; we figured it was no longer necessary to do so since the tower had already contacted CFR for us. CFR came out to the aircraft; and asked us to secure engine 2. We started the APU and shut down engine 2. Once both engines were off; CFR performed an exterior and interior check and found no evidence of a fire. After conferring with Operations; Maintenance Control; and local maintenance who had now come out to the aircraft; we restarted engine 2 and taxied the aircraft from the taxiway to the hangar without incident and with CFR following us the entire way. At the hangar; we returned the aircraft to ZZZ maintenance.Engine 1 oil quantity was still at 10 qts when we left the aircraft for the night and all of the EICAS engine indications were normal and in the green range throughout the entire event and all the way to shut down.

Data retrieved from NASA's ASRS site 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.