Narrative:

On flight from iah-ZZZ we experienced extreme turbulence. We were at FL350 in the vicinity of sqs VOR. There were cells showing up on the aircraft radar from around our 10 o'clock to around 1 o'clock. We opted to go south as that looked like a better option based on what we could see outside; and with the radar. Memphis center told us there were reports of nothing more than light to moderate chop. We requested right deviations for weather; and center cleared us. We began working south to get around the weather that was painting on the aircraft radar. We were in and out of IMC as well. A few minutes after we began going south; we broke out of a layer and saw a cell that was not painted on radar and ATC did not say anything. I had less than 10 seconds to tell my flight attendants to hold on. There was not enough time to turn. The cell was too wide in both directions to attempt turning away from it. Without radar showing it; we had no idea how big or what direction this cell was going; which contributed to this entire situation. If I had tried to turn away from it in either direction; we would have entered the cell in a bank. As soon as we hit the cell; it was immediate extreme turbulence and extreme precipitation. The autopilot and auto throttles disengaged. We first ended up in an updraft resulting in a significant loss of airspeed. My first officer was flying the plane. I did help him out by putting the thrust levers to max power to keep the aircraft from possibly stalling. As the updraft ended; we went into a very severe downdraft. At this point we got rolled into a 40-degree bank and lost around 1000 ft. In altitude. At this point I had to take the controls to get the aircraft back to straight and as level as possible. I brought the power to idle to try to stop the airspeed from getting out of control. The fastest speed I remember seeing is .83M; which resulted in an over speed warning. The best I remember; we got the over speed warning twice. Once we got the aircraft stable and the turbulence began to subside; memphis center asked what our altitude was. I told them we had extreme turbulence and that we were indicating FL343. They gave us an altitude block from FL340-FL350. Once we were stable we climbed back to FL350. After I knew the aircraft did not appear to have any significant damage; I attempted to contact my flight attendants. They did not answer the interphone after multiple attempts. I also made a PA asking them to please call the flight deck if possible. There was nothing. I tried using both the regular and emergency interphone to reach them. Since there was no answer; I opted to move my seat back and crack the flight deck door open. I only opened it far enough so I could try to see what was going on in the cabin. I did not lose grip of the door handle. As soon as I opened it; my flight attendant 1 was right there by the door. The best I could tell he was kneeling on the floor. He said everyone was okay; and that they attempted to call the flight deck; but there was no answer. Once I knew everyone was okay in the cabin; I concentrated on trying to figure out a plan of action in terms of diverting; returning to iah; or continuing to ZZZ. After running a present position directly in the FMS; I found it was longer to return to iah than to continue to ZZZ due to the winds aloft. I was also trying to reach dispatch on [commercial radio]. I had a hard time getting through. Once I finally got through to them; I told them the situation and they passed the information along to maintenance control who said we will be safe to continue to ZZZ. I stated my concern of going that far to my dispatcher; and I was told my two options are to continue to ZZZ or go back to iah. I asked about possibly going into ZZZ1; but dispatch said the weather was IFR and not good. I took a minute to think it over; and decided I would cautiously continue to ZZZ. The aircraft seemed to be flying well and was trimmed out like normal. I did not feel like we had any structural damage. I was also prepared to divert if we felt anything go wrong with the aircraft. We flew at .76M or slower if needed; and avoided every cell we possibly could. During all of this conversation with dispatch; my first officer was working comm 1 and talking to ATC. They said rides were better down at FL270. I told my first officer to request it and descend once cleared. I was watching everything he was doing; and confirming the altitude. Once we got below around FL290 we got into moderate turbulence and heavy precipitation. FL270 was not a good ride. We requested to climb back to FL350 where the ride was better; but still light chop. Once I got all of this situated and we had a plan of action; I made a PA to the passengers telling them we apologize for the turbulence and we are safe; and will continue on to ZZZ. I also told my flight attendant's to remain seated for the duration of the flight. After this episode; the ride was not bad. We deviated for some weather west of bkw; but the ride was overall good. About 35 minutes out of ZZZ; both my first officer and I had to take a restroom break. When I took my turn; I did a quick walk through to the aft galley to check on my passengers and my flight attendant 2. Everybody seemed to be doing okay. We continued into ZZZ without further incident. Once we got to the gate; I called dispatch and began the process with maintenance control of writing up the aircraft as required. As far as passengers; I was only aware of the flight of one passenger who says he hit his head; but my flight attendant also told me this passenger did not have his seat belt tightened. They gave him an ice pack. After we got to ZZZ; I was informed that two more passengers were complaining of hurting. He was in row 23. One said he hit his knee; and the other said his back was hurting. These two were both in row 24. Nobody requested EMS. That is all of the passenger injuries I was aware of as of last night.

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Original NASA ASRS Text

Title: E175 Flight Crew reported severe turbulence; causing loss of control and requiring altitude changes to escape turbulence.

Narrative: On flight from IAH-ZZZ we experienced extreme turbulence. We were at FL350 in the vicinity of SQS VOR. There were cells showing up on the aircraft radar from around our 10 o'clock to around 1 o'clock. We opted to go south as that looked like a better option based on what we could see outside; and with the radar. Memphis Center told us there were reports of nothing more than light to moderate chop. We requested right deviations for weather; and Center cleared us. We began working south to get around the weather that was painting on the aircraft radar. We were in and out of IMC as well. A few minutes after we began going south; we broke out of a layer and saw a cell that WAS NOT painted on radar and ATC did not say anything. I had less than 10 seconds to tell my Flight Attendants to hold on. There was not enough time to turn. The cell was too wide in both directions to attempt turning away from it. Without radar showing it; we had no idea how big or what direction this cell was going; which contributed to this entire situation. If I had tried to turn away from it in either direction; we would have entered the cell in a bank. As soon as we hit the cell; it was immediate extreme turbulence and extreme precipitation. The autopilot and auto throttles disengaged. We first ended up in an updraft resulting in a significant loss of airspeed. My First Officer was flying the plane. I did help him out by putting the thrust levers to max power to keep the aircraft from possibly stalling. As the updraft ended; we went into a very severe downdraft. At this point we got rolled into a 40-degree bank and lost around 1000 ft. in altitude. At this point I had to take the controls to get the aircraft back to straight and as level as possible. I brought the power to idle to try to stop the airspeed from getting out of control. The fastest speed I remember seeing is .83M; which resulted in an over speed warning. The best I remember; we got the over speed warning twice. Once we got the aircraft stable and the turbulence began to subside; Memphis Center asked what our altitude was. I told them we had extreme turbulence and that we were indicating FL343. They gave us an altitude block from FL340-FL350. Once we were stable we climbed back to FL350. After I knew the aircraft did not appear to have any significant damage; I attempted to contact my Flight Attendants. They did not answer the interphone after multiple attempts. I also made a PA asking them to please call the flight deck if possible. There was nothing. I tried using both the regular and emergency interphone to reach them. Since there was no answer; I opted to move my seat back and crack the flight deck door open. I only opened it far enough so I could try to see what was going on in the cabin. I did not lose grip of the door handle. As soon as I opened it; my Flight Attendant 1 was right there by the door. The best I could tell he was kneeling on the floor. He said everyone was okay; and that they attempted to call the flight deck; but there was no answer. Once I knew everyone was okay in the cabin; I concentrated on trying to figure out a plan of action in terms of diverting; returning to IAH; or continuing to ZZZ. After running a present position directly in the FMS; I found it was longer to return to IAH than to continue to ZZZ due to the winds aloft. I was also trying to reach Dispatch on [Commercial Radio]. I had a hard time getting through. Once I finally got through to them; I told them the situation and they passed the information along to Maintenance Control who said we will be safe to continue to ZZZ. I stated my concern of going that far to my Dispatcher; and I was told my two options are to continue to ZZZ or go back to IAH. I asked about possibly going into ZZZ1; but dispatch said the weather was IFR and not good. I took a minute to think it over; and decided I would cautiously continue to ZZZ. The aircraft seemed to be flying well and was trimmed out like normal. I did not feel like we had any structural damage. I was also prepared to divert if we felt anything go wrong with the aircraft. We flew at .76M or slower if needed; and avoided every cell we possibly could. During all of this conversation with dispatch; my First Officer was working comm 1 and talking to ATC. They said rides were better down at FL270. I told my First Officer to request it and descend once cleared. I was watching everything he was doing; and confirming the altitude. Once we got below around FL290 we got into moderate turbulence and heavy precipitation. FL270 was not a good ride. We requested to climb back to FL350 where the ride was better; but still light chop. Once I got all of this situated and we had a plan of action; I made a PA to the passengers telling them we apologize for the turbulence and we are safe; and will continue on to ZZZ. I also told my Flight Attendant's to remain seated for the duration of the flight. After this episode; the ride was not bad. We deviated for some weather west of BKW; but the ride was overall good. About 35 minutes out of ZZZ; both my First Officer and I had to take a restroom break. When I took my turn; I did a quick walk through to the aft galley to check on my passengers and my Flight Attendant 2. Everybody seemed to be doing okay. We continued into ZZZ without further incident. Once we got to the gate; I called Dispatch and began the process with maintenance control of writing up the aircraft as required. As far as passengers; I was only aware of the flight of one passenger who says he hit his head; but my Flight Attendant also told me this passenger did not have his seat belt tightened. They gave him an ice pack. After we got to ZZZ; I was informed that two more passengers were complaining of hurting. He was in row 23. One said he hit his knee; and the other said his back was hurting. These two were both in row 24. Nobody requested EMS. That is all of the passenger injuries I was aware of as of last night.

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.