Narrative:

My crew and I were scheduled to operate to lit in a crj-900. During pre-flight; I discovered weather approaching the little rock airport. My first officer and I talked about the weather; and we agreed that the best course of action would be to fly south; in the opposite direction; of the fast moving squall lines. I briefed my flight attendants that on approach it would be bumpy and that when we call in range (20 minutes) is about the time the turbulence would start.during cruise flight; we approached the memphis area. I turned on my radar to paint some bands of weather directly west and north of our position. I talked to my first officer and we decided it's best to make left (southerly) deviations. I notified both flight attendants and passengers that there was some weather in the area and that the flight attendants should stay seated for the remainder of the flight. As we deviated south; all appeared well. We made progress around a squall line that appeared to be a very intense storm. Once the aircraft passed the squall line; I started making a turn back into the direction of the airport as both of our weather radars didn't show anything behind the storm. We stayed a safe distance from the squall line.as we descended through 20;000 feet MSL; we encountered some moderate rain and turbulence. It appeared that the aircraft may have flown through a very small cell. There were no indications on both of our weather radars of what we were approaching. A few moments later that moderate turbulence turned; in my opinion; severe with major fluctuations in airspeed and attitude. As the pilot flying; my focus was the safety of the whole operation; so I made course and altitude changes to try my best to get away from the cell. I kept the aircraft within limits; and was able to leave the severe turbulence event.after the turbulence event; we proceeded to the airport where it appeared we had a lightning strike encounter. Once we safely landed in little rock airport; I referenced the fom as I spoke to each crew member about the turbulence encounter. We; as a crew; felt that the definition and examples listed in the fom for severe turbulence; met the conditions we experienced. As a matter of fact; the aft flight attendant informed me her back had a bruise and her lip was cut. She continued working that day as a crew member.in the interest of safety; I recorded the severe turbulence event as well as possible lightning strike in the maintenance logbook. Following the write-up; my crew and I agreed to ferry the aircraft back to [departure airport] for inspection.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported experiencing a lightning strike while deviating around thunderstorms.

Narrative: My crew and I were scheduled to operate to LIT in a CRJ-900. During pre-flight; I discovered weather approaching the Little Rock Airport. My First Officer and I talked about the weather; and we agreed that the best course of action would be to fly south; in the opposite direction; of the fast moving squall lines. I briefed my flight attendants that on approach it would be bumpy and that when we call in range (20 minutes) is about the time the turbulence would start.During cruise flight; we approached the Memphis area. I turned on my radar to paint some bands of weather directly West and North of our position. I talked to my First Officer and we decided it's best to make left (southerly) deviations. I notified both flight attendants and passengers that there was some weather in the area and that the flight attendants should stay seated for the remainder of the flight. As we deviated south; all appeared well. We made progress around a squall line that appeared to be a very intense storm. Once the aircraft passed the squall line; I started making a turn back into the direction of the airport as both of our weather radars didn't show anything behind the storm. We stayed a safe distance from the squall line.As we descended through 20;000 feet MSL; we encountered some moderate rain and turbulence. It appeared that the aircraft may have flown through a very small cell. There were no indications on both of our weather radars of what we were approaching. A few moments later that moderate turbulence turned; in my opinion; severe with major fluctuations in airspeed and attitude. As the pilot flying; my focus was the safety of the whole operation; so I made course and altitude changes to try my best to get away from the cell. I kept the aircraft within limits; and was able to leave the severe turbulence event.After the turbulence event; we proceeded to the airport where it appeared we had a lightning strike encounter. Once we safely landed in Little Rock Airport; I referenced the FOM as I spoke to each crew member about the turbulence encounter. We; as a crew; felt that the definition and examples listed in the FOM for severe turbulence; met the conditions we experienced. As a matter of fact; the aft flight attendant informed me her back had a bruise and her lip was cut. She continued working that day as a crew member.In the interest of safety; I recorded the severe turbulence event as well as possible lightning strike in the maintenance logbook. Following the write-up; my crew and I agreed to ferry the aircraft back to [departure airport] for inspection.

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.