Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Conflict Airborne Conflict; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Loss Of Aircraft Control
Aircraft Aircraft Damaged; Flight Crew Regained Aircraft Control
Weather
While in cruise at 35;000 feet and in excess of 90 knots of wind from the tail; the flight had been in constant light and occasionally moderate chop. I requested 37;000 feet after confirming performance capability; and hearing ATC advice that higher altitudes were better than lower and the closer we got to 40;000 feet the better the ride. We were told 'Aircraft X; I have your request' and we were handed off to three subsequent controllers each assuring us that the next would assign our climb. Both PM (Pilot Monitoring) and PF (Pilot Flying) recognized the flight path was taking us directly into a cloud bank; and the turbulence levels were becoming more of a solid moderate chop. As a result; PM (the Captain) advised the Cabin Crew to secure themselves and instructed the passengers to take their seats and securely fasten their seat belts. This event took place less than 10 minutes from entry into extreme turbulence.On the last handover; we had a converging aircraft 1;000 feet above us and traveling in the opposite direction. When ATC called the traffic for each of us; we were just entering the cloud bank into IMC conditions. Almost immediately; we encountered an increase in turbulence to solid moderate (changes in aircraft attitude and altitude occurred; but the aircraft remained in positive control). However; within seconds; we encountered severe turbulence including large abrupt changes in altitude; attitude; airspeed; as well as wind shear and updrafts. The result was initially a traffic alert. Within a few more seconds; we were in extreme turbulence and the aircraft was being tossed about violently; control was practically impossible; and the aircraft was being pushed upwards.The PM called the increase in speed and retarded the thrust levers as the aircraft was being shaken so violently that it took both hands of the PF to maintain positive control. Then a TCAS RA alerted us with a 'LEVEL OFF' command with the converging traffic icon in the PFD illuminated yellow. Almost immediately after; the icon turned red and PF pressed the FORCE TRIM INTERRUPT" button and shoved the yoke forward into the RA box to comply with the given guidance. The turbulence continued so violently that the autopilot was fully kicked offline; and the aircraft remained in a diving attitude per the TCAS guidance.During this period; and as a result of the wind shear and turbulence; the aircraft's speed fluctuated between a momentary illumination of the green PLI (Pitch Limit Indicator) and the triggering speed for a stick shaker activation. PM continued to apply speed brake and retard thrust levers to maintain the aircraft speed within limit (at no time did we encounter either a yellow or red PLI; or the stick shaker). At 30;500 feet we came out of the most violent turbulence and were able to reestablish a climb back to assigned altitude. Immediately after; the Captain contacted the cabin crew for an evaluation on any injuries or known damage. Beyond all the drinks and unsecured items being thrown around; none were reported; so we continued to the assigned destination. After landing; the post flight walk around revealed what appeared to be abnormal alignment or misalignment on the right outboard aileron."
[Report narrative contained no additional information.]
EMB-175 flight crew reported possible damage to aircraft flight controls after an encounter with extreme turbulence in cruise flight at 35;000 feet.