Commercial Fixed Wing
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Workload; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation - Altitude Excursion From Assigned Altitude; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification
Weather; Aircraft
There were storms in the area; and we were given a reroute by ATC; to go south to the coast; and then follow the coast west to IAH. The FO (First Officer; Pilot Monitoring) had made a passenger announcement telling them that we were expecting storms along the route of flight; and that we were anticipating a bumpy ride. I; the CP (Captain; Pilot Flying); had advised the FA that it was going to be bumpy. In the climb out; we encountered light turbulence. Upon reaching cruising altitude of FL280; it was smooth; so we briefly let the passengers up. Upon reaching the coast; ATC advised us of multiple storms and cells along our route of flight; and had mentioned that several aircraft ahead of us had gone south of these storms; had stayed within 50 NM of the coast; and had reported nothing worse than light turbulence; and advised we do the same. After discussing with the FO; we agreed that flying south of our route; and staying within 50 NM of the coast; was our best option. At this time; I had my radar up; and the FO had his terrain map up. We advised the passengers and the FA to expect a few bumps; turned the seat belt sign back on; and to remain seated. We also decided to slow to turbulence penetration speed. We were painting multiple red and magenta cells which we were staying south of; and had a lot of green all over the radar. We were dodging and avoiding the cells to the north; while staying within the 50 NM range of the coast. We then must have hit an embedded cell that the radar did not pick up; as it was only reading green. Almost instantly; we went into severe turbulence; and lost approximately 400 feet. The aircraft did not go into any unusual or upset attitudes; and the Auto-Pilot remained on. During this turbulence; we also had a suspected lightning strike - we saw a flash of light all around us; heard a bang; and smelt the 'fireworks' smell that you usually smell associated with lightning. After being struck; we got a Stall Protection System advanced master caution message appear. It disappeared within 5 seconds of it showing. As quick as the severe turbulence hit us; it disappeared. ATC queried us regarding our loss of altitude; at which point the FO reported the severe turbulence and suspected lightning strike. ATC asked if we needed further assistance; to which we replied no. As previously mentioned; this happened very quickly. All in all; I would say it lasted no longer than 30 seconds; and closer to 20 seconds. Once we were back at FL280; we had completely exited all weather (which we had been in for a majority of the time upon reaching the coast); and were in clear blue skies. I spoke to the FA; and asked if she was OK; to which she replied she was. She then asked if it was OK for her to check on the passengers; which she did. There were no injuries; and the only thing she mentioned is that the passengers were staring at her wide eyed. ATC asked if there were any injuries onboard; we replied with none. The flight continued with no further incidents. Upon landing; both pilots thoroughly inspected the outside of the plane on the walk around; noting a black mark on the right side of the nose which may be the entry point to the suspected lightning strike; but with no damage seen. I wrote up the plane with 3 write ups - Severe turbulence; Lightning strike; and Lock out/Tag out installed.CRM was effectively utilized during this event; with the PF using the radar; and the PM using the terrain. With the information available to us at the time; with ATC advising us of going south of the cells; as opposed to north; the decision; at the time; to go south was the correct one. That being said; I think it would have been smarter to go north of the cells; but we did not have that information. Utilizing the radar was key during this event; by staying out of the red and magenta cells. However; the radar has its limitation; especially considering they are older pieces of equipment; and can not 100% accurately paint embedded cells; of which we hit. After the event; ATC began recommending to other aircraft to go north of the cells. Ultimately; I would say the crew were stuck between a rock and a hard place - staying within the 50 NM boundary of the coast; but staying as far south as possible of the mega cells to the north. Additionally; I would like to mention the extraordinary job that the company did after the incident. Upon reaching the gate; multiple members of both [safety teams] reached out to me and the crew; checking that we were OK; and that the passengers were OK. I feel our company truly encompassed themselves with the company values; of which we stand for; and has made me thoroughly proud and joyful to be a part of.
Air Carrier Captain reported encountering severe turbulence; loss of aircraft control and a lightning strike.