Narrative:

The aircraft had a few mels; one of which was the recirculation fans; which may be significant to this narrative. We ended up taking off late; with no significant issues noted on climb out. About 35 minutes into the flight; the number 1 flight attendant called to say the cabin was uncomfortably hot and asked us to take control; which we did. I asked her to call back in 15 minutes with an update. When she called back; she said that it was still uncomfortable and that a young female customer was sick; but didn't think it was entirely due to the elevated temperature in the cabin. I then set the cockpit temp knob to full cold and ensured the cabin temp knob was still in full cold. I asked her to call back in another 15 minutes with another update. When she called back; she said it was still uncomfortable but perhaps was getting a bit better. I asked her to set up so that I could leave the cockpit and evaluate the situation. The first officer suggested that climbing to FL380 (at the time were at FL360) might also help and I agreed. I gave him control and I went out into the cabin. I didn't think the temperature was unbearable; but it was definitely warmer than indicated (indicated 17 degrees C (63F); but was easily 27C (80F). I spoke with entire crew about continuing unless the temperature causes a medical issue; in which case we would divert. We all were in agreement with that plan. I took a picture of the synoptic page to help remember the temp settings and indications. I entered the write up into the logbook then notified dispatch and maintenance of the issue via ACARS. Shortly after that was completed; a recirc smoke EICAS caution message appeared and the QRH was accomplished down to 'land at nearest suitable airport.' the light extinguished and we discussed divert options. The #1 flight attendant called soon after and stated there was smoke in the cabin (the caution message was no longer displayed on the EICAS display). The first officer and I had already discussed divert options and I chose ZZZ for its proximity and length of runways. I informed ATC; gave a code 'yellow' to the flight attendants and the first officer began an emergency descent. Fumes became apparent and the first officer and I donned our O2 masks. I reviewed the rapid descent QRH; ensured that all items for it were completed (changed our descent clearance from 14;000 to 10;000 as per the QRH); and noted our flight path and descent parameters (right direction; right speed; aircraft configured properly). I called the flight attendants and upgraded to a code 'red'; with the time on runway being (15 mins). The first officer and I were having a hard time viewing displays and the QRH due to the fogginess of our oxygen mask face shields (extremely cloudy due to what I believe was the previously noted by company use of alcohol wipes to clean the masks by some pilots). I had to take mine off and put it back on several times to read the QRH; see my ipad and pfd/mfd/EICAS/mcdu displays. I had begun the cockpit/cabin/smoke and fume removal checklist but didn't finish due to task overload (mask buffoonery in conjunction with trying to manage event and back up first officer); reassessment of smoke event in cabin (called the first flight attendant back to ascertain conditions); multiple frequency changes (seeming to always need the same information for some reason (first officer handled mostly; but it was still distracting)); and eventually weighing the QRH tasks with time until safely landing at the airport. The first officer and I took our masks off once the acrid burning smell was tolerable; and we concentrated on the approach and landing phase. We discussed the evacuation scenario and decided not to blow the engine fire bottles (as per QRH) since we didn't have any indications of an engine fire. The first officer had got the weather; set up the approach for both me and himself; and managed the flight path perfectly. My main concern was always to get the aircraft safely on the ground as fast as possible; let the arff team assess the possible fire location (if any)and attack it; and evacuate all customers and crew as safe as possible.we landed with the first officer as PF. I took control at approximately 100 kts and exited the runway onto taxiway a; to get as close to the arff trucks as possible. I set the parking break; gave the 'cabin crew at stations' call; called for the evacuation QRH; and ended with a call. I couldn't contact the fire chief on tower frequency; so they had me switch to ground (not optimum in that situation that the fire crew wasn't monitoring both frequencies). All safely evacuated the aircraft.immediate corrective actions: inspect all embraer 190 oxygen mask face shields and replace if not totally clear. Not doing so makes a difficult situation potentially life threatening based on the abnormal situation; crew stress levels; reaction times; and experience.

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Original NASA ASRS Text

Title: EMB-190 Captain reported a Flight Attendant informed him that the cabin was too warm and that the Captain should take control of the temperature. The temperature remained too warm and eventually smoke was reported in the cabin and detected in the cockpit. The flight diverted to the nearest suitable airport. Passengers were evacuated on a taxiway.

Narrative: The aircraft had a few MELs; one of which was the Recirculation Fans; which may be significant to this narrative. We ended up taking off late; with no significant issues noted on climb out. About 35 minutes into the flight; the Number 1 Flight Attendant called to say the cabin was uncomfortably hot and asked us to take control; which we did. I asked her to call back in 15 minutes with an update. When she called back; she said that it was still uncomfortable and that a young female customer was sick; but didn't think it was entirely due to the elevated temperature in the cabin. I then set the cockpit temp knob to full cold and ensured the cabin temp knob was still in full cold. I asked her to call back in another 15 minutes with another update. When she called back; she said it was still uncomfortable but perhaps was getting a bit better. I asked her to set up so that I could leave the cockpit and evaluate the situation. The FO suggested that climbing to FL380 (at the time were at FL360) might also help and I agreed. I gave him control and I went out into the cabin. I didn't think the temperature was unbearable; but it was definitely warmer than indicated (indicated 17 degrees C (63F); but was easily 27C (80F). I spoke with entire crew about continuing unless the temperature causes a medical issue; in which case we would divert. We all were in agreement with that plan. I took a picture of the synoptic page to help remember the temp settings and indications. I entered the write up into the logbook then notified dispatch and maintenance of the issue via ACARS. Shortly after that was completed; a RECIRC SMOKE EICAS Caution message appeared and the QRH was accomplished down to 'land at nearest suitable airport.' The light extinguished and we discussed divert options. The #1 Flight Attendant called soon after and stated there was smoke in the cabin (the Caution message was no longer displayed on the EICAS display). The FO and I had already discussed divert options and I chose ZZZ for its proximity and length of runways. I informed ATC; gave a code 'yellow' to the flight attendants and the FO began an emergency descent. Fumes became apparent and the FO and I donned our O2 masks. I reviewed the Rapid Descent QRH; ensured that all items for it were completed (changed our descent clearance from 14;000 to 10;000 as per the QRH); and noted our flight path and descent parameters (right direction; right speed; aircraft configured properly). I called the flight attendants and upgraded to a code 'red'; with the time on runway being (15 mins). The FO and I were having a hard time viewing displays and the QRH due to the fogginess of our oxygen mask face shields (extremely cloudy due to what I believe was the previously noted by company use of alcohol wipes to clean the masks by some pilots). I had to take mine off and put it back on several times to read the QRH; see my iPad and PFD/MFD/EICAS/MCDU displays. I had begun the cockpit/cabin/smoke and fume removal checklist but didn't finish due to task overload (mask buffoonery in conjunction with trying to manage event and back up FO); reassessment of smoke event in cabin (called the First Flight Attendant back to ascertain conditions); multiple frequency changes (seeming to always need the same information for some reason (FO handled mostly; but it was still distracting)); and eventually weighing the QRH tasks with time until safely landing at the airport. The FO and I took our masks off once the acrid burning smell was tolerable; and we concentrated on the approach and landing phase. We discussed the evacuation scenario and decided not to blow the engine fire bottles (as per QRH) since we didn't have any indications of an engine fire. The FO had got the weather; set up the approach for both me and himself; and managed the flight path perfectly. My main concern was always to get the aircraft safely on the ground as fast as possible; let the ARFF team assess the possible fire location (if any)and attack it; and evacuate all customers and crew as safe as possible.We landed with the FO as PF. I took control at approximately 100 kts and exited the runway onto taxiway A; to get as close to the ARFF trucks as possible. I set the parking break; gave the 'cabin crew at stations' call; called for the Evacuation QRH; and ended with a call. I couldn't contact the Fire Chief on tower frequency; so they had me switch to ground (not optimum in that situation that the Fire Crew wasn't monitoring both frequencies). All safely evacuated the aircraft.Immediate Corrective Actions: Inspect all Embraer 190 oxygen mask face shields and replace if not totally clear. Not doing so makes a difficult situation potentially life threatening based on the abnormal situation; crew stress levels; reaction times; and experience.

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.