Narrative:

Shortly after takeoff before 1000 agl; I noticed a very odd odor coming into the cabin. It took me approximately 20 seconds to recognize that it was possible smoke entering the cabin. We were cleared to 5000 feet initially and while checking in with departure we were cleared to 15000. As we turned to our assigned heading and continued to climb; I was still unsure if it was actually smoke that was causing the odor or possibly something else. When I took my sunglasses off; I could see a faint haze in the cabin. I immediately put on my o2 mask and told the sic; a new hire first officer (first officer) with the company; that I had the airplane and to put his mask on. During the process; I informed departure we had smoke and fumes in the cabin and I was returning to land immediately.as a side note; we found that with both o2 masks selected to mask mic; there is a real problem communicating as the overhead speaker that was previously off; now is on and cannot be turned off. This causes severe feedback anytime you attempt to transmit. I was forced to turn my mic off on the mask and put my headset boom mic inside the lip of the o2 mask to communicate with ATC.another point of note was ATC inquired if we would extend to an 8 mile final to accommodate an aircraft that was on final doing practice approaches. I respectfully declined that option and advised that I was landing now; I was immediately cleared for a visual to xxr. Which was good; because I had already started a turn that way.on short final I notified tower we would be evacuating the aircraft as soon as we landed. We landed and immediately exited the runway; came to a stop on the perpendicular taxi way; I instructed the first officer to go ahead and get out as I finished shutting down the aircraft. We proceeded to the hospital and were checked out as a precaution. Nothing was noted or expected to cause any further adverse health issues. Overall; I felt we handled the situation well. There was a breakdown in communication due to the overhead speakers causing feedback. Although ATC did a fairly decent job clearing everyone out; I don't believe asking an emergency aircraft to extend his downwind to accommodate an aircraft doing practice approaches was appropriate. After the valujet crash in the everglades and swiss air off nova scotia; I feel smoke and fumes is an immediate threat and should be handled as expeditiously as possible.I elected to evacuate on the taxiway simply to get out of the cabin environment as soon as possible.

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Original NASA ASRS Text

Title: CE-680 Captain reported smoke/fumes in flight deck on climbout and returned to departure airport.

Narrative: Shortly after takeoff before 1000 agl; I noticed a very odd odor coming into the cabin. It took me approximately 20 seconds to recognize that it was possible smoke entering the cabin. We were cleared to 5000 feet initially and while checking in with departure we were cleared to 15000. As we turned to our assigned heading and continued to climb; I was still unsure if it was actually smoke that was causing the odor or possibly something else. When I took my sunglasses off; I could see a faint haze in the cabin. I immediately put on my o2 mask and told the SIC; a new hire FO (First Officer) with the company; that I had the airplane and to put his mask on. During the process; I informed departure we had smoke and fumes in the cabin and I was returning to land immediately.As a side note; we found that with both o2 masks selected to mask mic; there is a real problem communicating as the overhead speaker that was previously off; now is on and cannot be turned off. This causes severe feedback anytime you attempt to transmit. I was forced to turn my mic off on the mask and put my headset boom mic inside the lip of the o2 mask to communicate with ATC.Another point of note was ATC inquired if we would extend to an 8 mile final to accommodate an aircraft that was on final doing practice approaches. I respectfully declined that option and advised that I was landing now; I was immediately cleared for a visual to XXR. Which was good; because I had already started a turn that way.On short final I notified tower we would be evacuating the aircraft as soon as we landed. We landed and immediately exited the runway; came to a stop on the perpendicular taxi way; I instructed the FO to go ahead and get out as I finished shutting down the aircraft. We proceeded to the Hospital and were checked out as a precaution. Nothing was noted or expected to cause any further adverse health issues. Overall; I felt we handled the situation well. There was a breakdown in communication due to the overhead speakers causing feedback. Although ATC did a fairly decent job clearing everyone out; I don't believe asking an emergency aircraft to extend his downwind to accommodate an aircraft doing practice approaches was appropriate. After the Valujet crash in the Everglades and Swiss Air off Nova Scotia; I feel smoke and fumes is an immediate threat and should be handled as expeditiously as possible.I elected to evacuate on the taxiway simply to get out of the cabin environment as soon as possible.

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.