Narrative:

So starting from beginning of the day; captain called dispatch to change our route because of anticipated thunderstorms coming to the field that were going to close west and south corridors. The new route had filed to go to east side of michigan down south to greenville. The aircraft came from indianapolis which had a maintenance issue regarding a bleed leak the day before. Aircraft had pack 1 meled so we were restricted to 25;000 feet. Once the aircraft arrived; there was pressure to leave the airport before storms hit; but no more than normal day. After normal takeoff [and] reaching cruise altitude around the middle of michigan; we had just gotten hand off from chicago center to cleveland. I had not checked in yet. I noticed by [my] feet strong heat; then started smelling some burning odor. I told the captain; 'hey do you smell that?' he started noticing the smell and we both looked at my window vent [and] saw some light white haze smoke coming out. He told me to don my oxygen mask.after putting on the oxygen; he called center [with] no response. I was looking for the last frequency of chicago center since I normally change frequencies via the FMS. The frequency was not there. I made another call with cleveland center. I then switched to guard frequency and made a call there. By that time; both frequencies came back. I went back to COM1 [and] stated smoke in the cockpit. They told us detroit was to our 11 o'clock 40 miles; we accepted that. We were cleared direct detroit and to descend to 11;000 feet. I read back and squawked 7700. [A] flight attendant called us and said that the passengers and he smelt smoke in the back of the aircraft. Captain told him we were diverting to dtw [and for him] to prepare the cabin. I cleared the FMS and we turned towards dtw. I then pulled out the iai and started reading cabin fire smoke. We both had our oxygen masks on already. I mentioned smoke goggles and then I turned off recirc fan. Captain eventually put on smoke goggles a short time later. I did not put goggles on. ATC told us to expect runway 4R. I started going into FMS and tablet [and] putting in the approach for 4R even though conditions were VFR. I went into ACARS; got the weather for dtw; [and] got the speeds for 4R with our current fuel on board. [We] messaged dispatch that we [are] going to dtw. ATC asked us to give souls on board; fuel on board; and if we would like the trucks. We both agreed for a precaution having the trucks available. We were handed off to detroit approach [and] given some vectors to line up with the runway. I did an arrival checklist [and] told him what the meter was. While [the captain] was focusing on flying; I set up the landing data in the mfd; external lights; [and] the pressurization. When I mentioned arrival briefing; [I was] told his plan was to land; exit the runway; [and] stop there.I noticed; at that point; that there was not anymore smoke. He said he would coordinate with everyone (fire department; flight attendant; and us) once we land if an evacuation would be necessary. I asked him if he wanted the gear down to get down quicker and he explained that he didn't think it was necessary at that point to drop the gear; but asked for the flaps when speed was appropriate. ATC asked if we had the airport in sight. We both saw the field; [so] I told ATC we have the field in sight. ATC cleared us for the visual 4R; [and] handed us over to detroit tower. Captain and [I] went through normal procedures to configure the aircraft for landing and did landing check. I contacted metro tower; they cleared us to land [and] after landing [to] exit runway. We asked the fire department if they saw anything on the exterior part of aircraft. We called the flight attendant to ask how things were in the cabin; if there was any more smoke or burning odor. He said he did not notice it anymore. We elected at that point to continue to the gate. When captain added power to start taxiing to the gate; we had an eicasmessage ding pack 2 overheat pack 2 closed. I turned off the pack and we continued to the gate with coordination with ground and operations.iai cabin fire smoke checklist; FMS autotune; FMS flight plan change; ACARS (coordination with dispatch; weight and balance; weather); and ATC communication [were the causes]. We should have done the iai for cabin fire smoke [checklist] earlier when we both noticed the white light smoke coming from my window vent. I wish I had more practice in smoke-in-the-cockpit in the sim in donning the oxygen smoke goggles and going through this procedure. After landing; we went through the maintenance logbook more thoroughly and noticed pack 2 having some issues. I guess knowing pack 2 having a history and being meled to only the 2 pack now does not seem the wisest.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported smoke and fumes from seized PAC requiring a divert. ZOB Controller reported the aircraft descended without clearance resulting in a traffic confliction.

Narrative: So starting from beginning of the day; Captain called Dispatch to change our route because of anticipated thunderstorms coming to the field that were going to close west and south corridors. The new route had filed to go to east side of Michigan down south to Greenville. The aircraft came from Indianapolis which had a maintenance issue regarding a bleed leak the day before. Aircraft had PACK 1 MELed so we were restricted to 25;000 feet. Once the aircraft arrived; there was pressure to leave the airport before storms hit; but no more than normal day. After normal takeoff [and] reaching cruise altitude around the middle of Michigan; we had just gotten hand off from Chicago Center to Cleveland. I had not checked in yet. I noticed by [my] feet strong heat; then started smelling some burning odor. I told the Captain; 'Hey do you smell that?' He started noticing the smell and we both looked at my window vent [and] saw some light white haze smoke coming out. He told me to don my oxygen mask.After putting on the oxygen; he called Center [with] no response. I was looking for the last frequency of Chicago Center since I normally change frequencies via the FMS. The frequency was not there. I made another call with Cleveland Center. I then switched to guard frequency and made a call there. By that time; both frequencies came back. I went back to COM1 [and] stated smoke in the cockpit. They told us Detroit was to our 11 o'clock 40 miles; we accepted that. We were cleared direct Detroit and to descend to 11;000 feet. I read back and squawked 7700. [A] Flight Attendant called us and said that the passengers and he smelt smoke in the back of the aircraft. Captain told him we were diverting to DTW [and for him] to prepare the cabin. I cleared the FMS and we turned towards DTW. I then pulled out the IAI and started reading Cabin Fire Smoke. We both had our oxygen masks on already. I mentioned smoke goggles and then I turned off Recirc Fan. Captain eventually put on smoke goggles a short time later. I did not put goggles on. ATC told us to expect Runway 4R. I started going into FMS and tablet [and] putting in the approach for 4R even though conditions were VFR. I went into ACARS; got the weather for DTW; [and] got the speeds for 4R with our current fuel on board. [We] messaged Dispatch that we [are] going to DTW. ATC asked us to give souls on board; fuel on board; and if we would like the trucks. We both agreed for a precaution having the trucks available. We were handed off to Detroit Approach [and] given some vectors to line up with the runway. I did an Arrival Checklist [and] told him what the meter was. While [the Captain] was focusing on flying; I set up the landing data in the MFD; external lights; [and] the pressurization. When I mentioned arrival briefing; [I was] told his plan was to land; exit the runway; [and] stop there.I noticed; at that point; that there was not anymore smoke. He said he would coordinate with everyone (Fire Department; Flight Attendant; and us) once we land if an evacuation would be necessary. I asked him if he wanted the gear down to get down quicker and he explained that he didn't think it was necessary at that point to drop the gear; but asked for the flaps when speed was appropriate. ATC asked if we had the airport in sight. We both saw the field; [so] I told ATC we have the field in sight. ATC cleared us for the visual 4R; [and] handed us over to Detroit Tower. Captain and [I] went through normal procedures to configure the aircraft for landing and did landing check. I contacted Metro Tower; they cleared us to land [and] after landing [to] exit runway. We asked the Fire Department if they saw anything on the exterior part of aircraft. We called the Flight Attendant to ask how things were in the cabin; if there was any more smoke or burning odor. He said he did not notice it anymore. We elected at that point to continue to the gate. When Captain added power to start taxiing to the gate; we had an EICASmessage ding PACK 2 Overheat PACK 2 closed. I turned off the PACK and we continued to the gate with coordination with Ground and Operations.IAI Cabin Fire Smoke Checklist; FMS Autotune; FMS Flight Plan Change; ACARS (coordination with Dispatch; Weight and Balance; Weather); and ATC Communication [were the causes]. We should have done the IAI for Cabin Fire Smoke [Checklist] earlier when we both noticed the white light smoke coming from my window vent. I wish I had more practice in smoke-in-the-cockpit in the sim in donning the oxygen smoke goggles and going through this procedure. After landing; we went through the Maintenance Logbook more thoroughly and noticed PACK 2 having some issues. I guess knowing PACK 2 having a history and being MELed to only the 2 pack now does not seem the wisest.

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.