Narrative:

After lengthy maintenance delays; we departed for our positioning flight. A normal taxi and before takeoff phase was completed and we were cleared for takeoff. I advanced the throttles to approximately 1.2 EPR and engaged the auto thrust system. At 80 knots I assumed control of the yoke and the pm asked 'do you smell that'. I quickly responded 'yes' and the takeoff continued. As we had not briefed to abort for such an issue above 80 knots; I felt continuing was the best course. At around 400 feet AGL I called for flap retraction; VNAV and flight crew modes; and autopilot to fly the RNAV SID. Around 1;500 feet AGL the pilot monitoring (PIC) asked if I could handle the radios and the airplane. This question took me by surprise but I answered in the affirmative and the PIC left the cockpit to investigate. I found this confusing since we had our chief pilot in the cabin (with no passengers) for the departure and he could have investigated at the command of the PIC. Nevertheless; the pilot monitoring (PIC) returned a few moments later and informed me that; 'we are thinking about returning.' I said 'then we should return' and we began the process of air-returning. After an abbreviated brief for the visual approach; we landed without further incident. Maintenance theorized that the odor (without smoke) was from lubricant erroneously added to the air filters related to the power plants. We were able to continue the trip the following day without incident. I felt the CRM was poorly executed and a lack of abnormal checklists conducted also left much to be desired. Had I the chance to do it again; I would have insisted that the pm remain on the flight deck and that we ask the pilot in the cabin to investigate; at least until clearing the critical phases of flight.

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Original NASA ASRS Text

Title: G500 First Officer reported an air return after odors were detected after advancing throttles for takeoff.

Narrative: After lengthy maintenance delays; we departed for our positioning flight. A normal taxi and before takeoff phase was completed and we were cleared for takeoff. I advanced the throttles to approximately 1.2 EPR and engaged the auto thrust system. At 80 knots I assumed control of the yoke and the PM asked 'do you smell that'. I quickly responded 'yes' and the takeoff continued. As we had not briefed to abort for such an issue above 80 knots; I felt continuing was the best course. At around 400 feet AGL I called for flap retraction; VNAV and FLC modes; and autopilot to fly the RNAV SID. Around 1;500 feet AGL the Pilot Monitoring (PIC) asked if I could handle the radios and the airplane. This question took me by surprise but I answered in the affirmative and the PIC left the cockpit to investigate. I found this confusing since we had our Chief Pilot in the cabin (with no passengers) for the departure and he could have investigated at the command of the PIC. Nevertheless; the Pilot Monitoring (PIC) returned a few moments later and informed me that; 'we are thinking about returning.' I said 'then we should return' and we began the process of air-returning. After an abbreviated brief for the visual approach; we landed without further incident. Maintenance theorized that the odor (without smoke) was from lubricant erroneously added to the air filters related to the power plants. We were able to continue the trip the following day without incident. I felt the CRM was poorly executed and a lack of abnormal checklists conducted also left much to be desired. Had I the chance to do it again; I would have insisted that the PM remain on the flight deck and that we ask the pilot in the cabin to investigate; at least until clearing the critical phases of flight.

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.