Embraer Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Workload
Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Flight Crew Regained Aircraft Control
Weather
On arrival to EWR while reaching CRANK intersection at 7;000 feet; turbulence began to increase. After being handed off to NY APP; the turbulence began to increase to moderate. We were cleared direct TEB down to 3;000 feet and 210 knots; but at the same time; the turbulence got worse (severe) and [we were] unable to control the speed or altitude (A/P disconnected). [The] speed jumped as high as 270 [knots] and altitude was unstable. I advised ATC of our encounter and situation; advised we were unable to control. Controller asked if we needed to climb but; shortly after we were in smooth VFR conditions.Dispatch and ATC should have taken more actions based on prior arrivals and suggested other alternatives to arriving aircraft.
Prior to boarding; I had a discussion with the Dispatcher about changing the route to the Flosi Arrival in order to stay north of weather. After talking with the First Officer about this route; all agreed this was satisfactory. I then informed the Flight Attendant of possible turbulence during the last half of the flight and asked them to remain seated for the duration when reaching that point.Departing; the selected flight plan worked well with only occasional light turbulence in the descent. Reaching the CRANK intersection at 7;000 feet; the turbulence began to increase to constant light and occasional moderate. After getting handed off to New York Approach Control; the turbulence continued to increase in intensity. We were cleared direct TEB at 210 knots. However; the airspeed was difficult to control and at one point I saw it jump to 270 knots. This was first time we were made aware from anyone that planes were experiencing moderate to severe turbulence. We informed ATC we were now experiencing that turbulence and were cleared to 3;000 feet. The speed in the descent at this time fluctuated between 210 - 250 knots. The turbulence got worse and around 4;000 feet; the airplane jolted violently. This disconnected the autopilot with an Autopilot Fail warning message and the PLI coming on and off the PFD; through all the jolts; this was followed by what I thought might have been a brief activation of the stick shaker. As we continued to get bumped around; reading the PFD and MFD were difficult as they were a blur. The best way I would describe the sensation at the time is to if you were trying to read your iPhone while riding an old wooden rollercoaster along with getting knocked over and tossed around by an ocean wave. We informed ATC of our inability to maintain the now assigned 170 knots airspeed. The airplane was extremely difficult to handle on every axis and the main concern at this time was maintaining altitude and keeping the plane from rolling into an unusual attitude. However; due to the normal congestion on this radio frequency; we were unable to inform the controller of our situation. After what seemed liked minutes; we broke out of the clouds and found ourselves in VFR conditions with no turbulence and were able to line up for the approach on [Runway] 22L. We landed without further incident. After landing; I had the Flight Attendant check for any injuries; of which there were none. One passenger did vomit while waiting for a gate checked bag. They was offered water and ginger ale and did not want any other assistance. I debriefed with both the First Officer and Flight Attendant; making sure everyone was okay. I then contacted Dispatch and Maintenance Control and made the appropriate logbook entries. I also informed Dispatch at that time that if any other company planes were enroute to Newark; I would strongly recommend seeking alternate plans. I am quite happy with the CRM displayed by the entire flight crew during this event. The First Officer was quick to call out altitude and heading changes to the best of his/her ability considering the violent jolts. This event certainly rattled the nerves as I have never experienced anything this extreme before. Though I was confident in the planned route with the information available to me; I will now consider imposing far more conservative limitations in regards to adverse weather along and near the planned route of flight...with the hope the company would support and listen to my concerns and possible decision to not go. Updated weather information; including urgent PIREPS is difficult to obtain with the equipment on board particularly during high workload phases of flight such as the arrival and final approach phases. I am not sure how or if this can be improved at the moment. New York airspace is busy. I was once told that when switched to the final approach controller in New York; you don't contact them; they will contact you. I have found this to be true as most days you are unable to 'check-in.' This did pose a problem during this event as we were unable to get a chance to really inform ATC of the turbulence/situation we were in. I did consider using PAN PAN and/or declaring an emergency if given the opportunity to get a word in...but thankfully broke out into VFR with the airport in sight before I had chance to. Again; I am happy with how we handled the event and the CRM on the aircraft.
EMB flight crew reported an excursion from assigned altitude and airspeed due to losing control of aircraft in severe turbulence.