Narrative:

While on the arrival; we encountered moderate turbulence. When we questioned ATC as to how long this turbulence should last; she responded with 'a king air just went through the same area and reported smooth.' a few seconds later; a flight ahead reported moderate turbulence. When sent to the next frequency; ATC then changed our arrival to the DRMMM1 arrival from the STOWL1 arrival. We were having trouble getting the ATIS due to lightning in the area; which was causing electrical disturbance. We reported this to the next controller; once given a frequency change. The controller simply told us to expect runway 9R. He made no mention of the type of approach; despite us telling him several times that we could not pick up the ATIS due to static on that frequency; so we set up for the ILS to 9R. When transferred to the final approach controller; he gave us a descent to 5;000 feet; and a vector to intercept the ILS prm to 9R. During this whole time; we were in moderate turbulence from about 24;000 feet. ATC was vectoring another aircraft in front of us for the same approach; and I could see that target on the TCAS depicted on the mfd. At this time; we told ATC that we were not set up for the ILS prm to 9R because we could not pick up the ATIS and with the static on radio 1 we were only using radio 2. He told us to stop descending and hold 6;000 feet. We were already below 6;000 feet and slowed to 210 knots which was assigned. I pushed the altitude button to capture the current altitude; changed the altitude sel to 6;000 and proceeded to climb back up to 6;000 feet. Almost immediately; we experienced a down draft; which caused a high nose up attitude. The stick shaker went off and the autopilot kicked off. I already had my hands on the throttle and yolk because the turbulence. I added power and pitched the nose down a little. The shaker stopped; and I recovered the air with no loss of altitude.this whole time; about 40 minutes; we are still in the clouds experiencing the upper limit of moderate turbulence. We were even having problems setting up the mcdu for the approach because the turbulence was so bad. I took over the radios at this point to allow the captain time to set up for the new approach which the controller assigned us. The controller proceeded to vector us in a clockwise circle for the ILS prm to 10; this was after me speaking to him very assertively with regards to the turbulence; and the thunderstorm he kept vectoring us into. He finally heard my plight; and gave us a lower altitude. We kept the speed at 180 knots until about 4 NM from zmann. At this point we slowed to 160 knots and descended to 3;000 feet. We were visual at this point.once inside of zmann; the airplane experience a 30 to 40 knot gain in airspeed due to what I suspect was a downdraft from the rear. We finished configuring; and I continued on the visual to a successful and safe landing despite getting a couple of glideslope warnings. Several passengers became sick because of the turbulence; but all were safe and medically sound.I think that ATC should delay arrivals into an airport when there are severe thunderstorms in the vicinity of that airport. ATC should also provide aircrafts who were unable to pick up the current ATIS with that ATIS. They should also make aircrafts aware of the approach in use. ATC at atl did not turn the airport from east to west landing until after we had landed. They should have done this sooner. The weather conditions were not conducive to an east landing because the arrival and approach put several aircrafts; including us; in constant moderate turbulence and thunderstorms with lightning. I also think that ATC should be more mindful of aircrafts experiencing moderate turbulence.company should have the printable ATIS function enabled for their aircraft. Having this would allow us to have the ATIS onboard even if our radios are not working.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported moderate turbulence and difficulty obtaining ATIS information on approach to ATL during a thunderstorm.

Narrative: While on the arrival; we encountered moderate turbulence. When we questioned ATC as to how long this turbulence should last; she responded with 'a King Air just went through the same area and reported smooth.' A few seconds later; a flight ahead reported moderate turbulence. When sent to the next frequency; ATC then changed our arrival to the DRMMM1 arrival from the STOWL1 arrival. We were having trouble getting the ATIS due to lightning in the area; which was causing electrical disturbance. We reported this to the next controller; once given a frequency change. The controller simply told us to expect Runway 9R. He made no mention of the type of approach; despite us telling him several times that we could not pick up the ATIS due to static on that frequency; so we set up for the ILS to 9R. When transferred to the final approach controller; he gave us a descent to 5;000 feet; and a vector to intercept the ILS PRM to 9R. During this whole time; we were in moderate turbulence from about 24;000 feet. ATC was vectoring another aircraft in front of us for the same approach; and I could see that target on the TCAS depicted on the MFD. At this time; we told ATC that we were not set up for the ILS PRM to 9R because we could not pick up the ATIS and with the static on radio 1 we were only using radio 2. He told us to stop descending and hold 6;000 feet. We were already below 6;000 feet and slowed to 210 knots which was assigned. I pushed the ALT button to capture the current altitude; changed the ALT SEL to 6;000 and proceeded to climb back up to 6;000 feet. Almost immediately; we experienced a down draft; which caused a high nose up attitude. The stick shaker went off and the autopilot kicked off. I already had my hands on the throttle and yolk because the turbulence. I added power and pitched the nose down a little. The shaker stopped; and I recovered the air with no loss of altitude.This whole time; about 40 minutes; we are still in the clouds experiencing the upper limit of moderate turbulence. We were even having problems setting up the MCDU for the approach because the turbulence was so bad. I took over the radios at this point to allow the captain time to set up for the new approach which the controller assigned us. The controller proceeded to vector us in a clockwise circle for the ILS PRM to 10; this was after me speaking to him very assertively with regards to the turbulence; and the thunderstorm he kept vectoring us into. He finally heard my plight; and gave us a lower altitude. We kept the speed at 180 knots until about 4 NM from ZMANN. At this point we slowed to 160 knots and descended to 3;000 feet. We were visual at this point.Once inside of ZMANN; the airplane experience a 30 to 40 knot gain in airspeed due to what I suspect was a downdraft from the rear. We finished configuring; and I continued on the visual to a successful and safe landing despite getting a couple of glideslope warnings. Several passengers became sick because of the turbulence; but all were safe and medically sound.I think that ATC should delay arrivals into an airport when there are severe thunderstorms in the vicinity of that airport. ATC should also provide aircrafts who were unable to pick up the current ATIS with that ATIS. They should also make aircrafts aware of the approach in use. ATC at ATL did not turn the airport from east to west landing until after we had landed. They should have done this sooner. The weather conditions were not conducive to an east landing because the arrival and approach put several aircrafts; including us; in constant moderate turbulence and thunderstorms with lightning. I also think that ATC should be more mindful of aircrafts experiencing moderate turbulence.Company should have the printable ATIS function enabled for their aircraft. Having this would allow us to have the ATIS onboard even if our radios are not working.

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.