EMB-175 flight crew reported a failure of the air data system affecting multiple aircraft systems during the climb in communication with ATC. The crew continued toward the destination but diverted to an alternate due to icing conditions at the destination; and landed safely.
Synopsis
EMB-175 flight crew reported a failure of the air data system affecting multiple aircraft systems during the climb in communication with ATC. The crew continued toward the destination but diverted to an alternate due to icing conditions at the destination; and landed safely.
Narrative
During our climb to FL270 we received an ADS (Automatic Data System) 1 HTR fail caution message. We executed the XXXX model and ran the appropriate QRH procedure which had the PFD (Primary Flight Display) receive info from ADS 3. We continued on course and in the climb to our destination. After reaching FL350 (cruising altitude) we performed out TOC (top of climb) fuel check. About 5 min after; the Autopilot disconnect aural sounded; and the EICAS had 7 more caution messages (ADS 1 and 2 heater fail; Autopilot fail; reactive wind shear fail; shaker anticipated; elevator fault; rudder fault; spoiler fault) and 8 advisory messages (yd fail; spdbrk fail; pitch trim lo rate; appr 2 not avail; rnp at not avail; FD (Flight Director) fail and 2 others) populate. We tried to reengage the Autopilot shortly after; but it do not reengage. Since we were no longer RVSM compliant we requested a lower altitude. We received FL270 and descended down. I had my FO (First Officer) run the QRH procedures to each message in the descent and after level off; but still none of the messages cleared. While I was trying to fly the aircraft; I tried to alleviate some of the pressure/duties my FO had by taking radios; talking to FA (Flight Attendant); and other short and small tasks. Due to this and light turbulence and scattered updrafts I had gotten 400 ft. from our assigned altitude. ATC knew of our situation and saw the deviations and gave a block altitude between FL270 and 280. As we approached our destination we hadn't completely calculated our landing distance and had descended down to FL210. Since we were not prepared to proceed inbound we executed right 360s to create time. My FO was running landing numbers while I was flying; and again I deviated from our assigned altitude due to multiple contributing factors. Again ATC gave us a block altitude from FL210-220. Once we had our landing distance and speeds calculated for landing we were notified that there was icing condition on the descent into our destination. We looked at the landing distance needed for icing conditions and realized that the landing distance required was over the longest runway at our destination. We notified Dispatch and ATC that we needed to divert; and proceeded direct to our alternate. Enroute we got back the FD and AT (Autothrottles) and engaged them (keeping a close eye for any unwarranted deviations). We proceeded and shot a visual approach to a successful landing.Cause - The cause of this event was the malfunction of multiple aircraft equipment which created a high workload for both the PF (pilot flying) and PM (pilot monitoring) as well as the weather (thunderstorms in the area; turbulence; etc.) and night/ IMC conditions.Suggestions - I would suggest with the conditions that were present asking ATC for a block altitude right away; so that the deviations wouldn't cause any other issues to arise.
Second reporter narrative
During our climb to FL270 we received an ADS (Automatic Data System) 1 HTR fail caution message. We executed the XXXX model and ran the appropriate QRH procedure which had the PFD (Primary Flight Display) receive info from ADS 3. We continued on course and in the climb to our destination. After reaching FL350 (cruising altitude) we performed our TOC (top of climb) fuel check. About 5 min after; the Autopilot disconnect aural sounded; and the EICAS had 7 more caution messages (ADS 1 and 2 heater fail; Autopilot fail; reactive wind shear fail; shaker anticipated; elevator fault; rudder fault; spoiler fault) and 8 advisory messages (yd fail; spdbrk fail; pitch trim lo rate; appr 2 not avail; rnp at not avail; FD (Flight Director) fail and 2 others) populate. We tried to reengage the Autopilot shortly after; but it do not reengage. Since we were no longer RVSM compliant we requested a lower altitude. We received FL270 and descended down. I (the PM (pilot monitoring)) ran the QRH procedures to each message in the descent and after level off; but still none of the messages cleared. While the Captain (PF (pilot flying)) was trying to fly the aircraft; he tried to alleviate some of the pressure/duties I had by taking radios; talking to FA (flight attendant); and other short and small tasks. Due to this and light turbulence and scattered updrafts I had gotten 400 ft. from our assigned altitude. ATC knew of our situation and saw the deviations and gave a block altitude between FL270 and 280. As we approached our destination we hadn't completely calculated our landing distance and had descended down to FL210. Since we were not prepared to proceed inbound we executed right 360s to create time. I determined landing numbers and again we deviated from our assigned altitude (FL212) due to multiple contributing factors. Again ATC gave us a block altitude from FL210-220. Once we had our landing distance and speeds calculated for landing we were notified that there was icing conditions present on the descent into ZZZ. We looked at the landing distance needed for icing conditions and realized that the landing distance required was well over the longest runway at our destination. We notified Dispatch and ATC that we needed to divert; and proceeded direct to our alternate. Enroute we got back the F/D and A/T (Autothrottles) and engaged them (keeping a close eye for any unwarranted deviations). We proceeded and shot a visual approach to a successful landing.Cause - With all the messages that populated; we experienced high workloads and work well as a team to mitigate stress and the aircraft caution/advisory messages. During the flight we encountered continuous light TURB. It was also night time and were unsure if we were in IMC or VMC since we had no outside references. There were also moderate to extreme areas of precipitation along our route and ATC helped us stay away from those areas. There were also isolated thunderstorms in the area.Suggestions - I would recommend how important the usage of the XXXX model is to help understand the given situation and high workloads. Also when a situation like this occurs; it would have helped to have asked for a block altitude to avoid altitude deviations.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.