EMB ERJ 145 ER/LR
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation - Speed All Types; Inflight Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Flight Crew Regained Aircraft Control; Flight Crew Took Evasive Action
Human Factors; Weather
In a climb to our filed altitude we were handed off to Washington Center and caught the tail end of a conversation between another aircraft and a controller talking about a report of severe turbulence below 30;000 [feet]. The First Officer and I had elected to climb to the highest altitude listed in our performance section of our take off landing report which was 35;000 at first the ride seemed smooth with very occasional light chop. As we flew along the ride got progressively worse and became light to moderate chop. The First Officer and I had a conversation about getting lower and the First Officer inquired to ATC about getting lower to get a better ride and ATC replied that as we went lower the rides got worse and ATC assured us that we were just in a rough spot and it would soon smooth out based on previous reports he had gotten. The ride continued to be light to moderate chop. At this point I made a PA announcement 'Flight attendant please be seated' and confirm the seat belt light was on. The First Officer and I both put on our shoulder harnesses and I slowed the aircraft down below 250KTS to try to lessen the bumps. At 35;000 feet about 5 minutes after I made the announcement to be seated we encountered an area of severe turbulence the autopilot turned off and we were presented with messages of autopilot failure and sps (Stall Protection System) speed fail. I had my hands on the controls and throttles in anticipation of the autopilot kicking off so I was ready when it did but the turbulence was so severe we quickly lost control of the aircraft the aircraft quickly went in to the red ark of our speed tape exceeding Mach .80 and seeing the trend approaching red line I opened the speed brakes to try to reduce the speed and over stressing the aircraft but this did not help the aircraft continued into the red section of our speed tape and then aircraft went into an uncontrolled dive to which I recovered smoothly trying again not to over stress the aircraft when I was able to recover the aircraft we were at 33;000 [feet] approximately. The First Officer transmitted our severe turbulence encounter with ATC while I checked on the Flight Attendant and passengers. The Flight Attendant was seated and belted in her jump seat as I had previously instructed and she nor were any passengers injured. ATC immediately started to vector area traffic around our encounter and were given a descent. I notified Dispatch of our encounter and let them know we did not suffer any injuries and to have Maintenance standing by as I was going to be writing up the aircraft effectively grounding till the necessary inspections were completed and signed off. We proceeded and landed without further incident. In closing I'm thankful to my crew to whom I believe were to reason to the positive outcome and no insures to the crew or passengers. This was by far the worst turbulence I have encountered and hope it never happens again.
Soon after checking-in with Washington Center and approaching our cruising altitude; the Captain and I decided to climb to 35;000 feet due to turbulence reports at lower altitudes. The cruise was initially smooth. As we started to encounter constant light to moderate turbulence; the Captain and I considered looking for smoother air. ATC informed us that lower flight levels were worse; and that we were just going through a rough pocket. Given this information and according to reports ahead of us; we decided that it was best to maintain our present altitude. The Captain made a PA; asking the passengers and Flight Attendant to remain seated with their seat-belts fastened. We also buckled our harnesses and preventively reduced our air speed. Shortly after that (approximately 5 to 10 minutes); we experienced severe turbulence (CAT [Clear Air Turbulence]; possible wave activity due to strong westerly winds). The autopilot disengaged with an associated EICAS messages (Autopilot fail; and SPS advanced). Despite the Captain already having his hands on the flight controls; we instantly lost control of the aircraft; losing altitude. The speed tape was indicating speeds above MMO (Mach maximum operating). The Captain regained control of the aircraft and smoothly leveled off while getting the speed under control. I immediately notified ATC of our severe turbulence encounter and loss of altitude while the Captain was checking on the passengers and Flight Attendant. ATC gave us a lower altitude; thanked us for the report and immediately rerouted aircrafts in the vicinity. We notified Dispatch via ACARS that no injuries were sustained and to have Maintenance ready. We landed safely with no further incident. I'd like to add that my crew mates did an outstanding job handling the situation.If we did not take preventive actions (slower penetration speed and have the FA (Flight Attendant) and passengers seated); the outcome could have been very different. This should be something stressed in training. Too often; I see pilots entering turbulent areas at the 'red line'.
ERJ-145 flight crew reported encountering severe turbulence; and momentary loss of control.