SINCE ALL AIRSPDS AND ALT INFO WAS UNRELIABLE; IT WOULD SEEM LOGICAL THAT THE COMMON THREAD WAS THE PITOT STATIC SYS; AND SPECIFICALLY; ICE. RPTR FO SAYS THAT THE PITOT HEAT WAS ON AND APPEARED TO BE OPERATING NORMALLY. THOUGH; WHEN THEY FLEW OUT OF IMC CONDITIONS; ALL SYS AGAIN WERE NORMAL.

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WHILE CLBING AT FL280 IMC; ALL AIRSPD AND ALT INFO WAS LOST FOR APPROX 10-15 MINS. WHILE ATTEMPTING TO LEVEL OFF (USING FLT DIRECTOR) COULD NOT PULL BACK #2 THROTTLE. IT WAS PHYSICALLY STUCK AT APPROX MAX CLB PWR (107 PERCENT N1). EXPERIENCED BUFFET. SUSPECTED HIGH SPD; BUT COULD HAVE BEEN LOW SPD. RETARDED #1 THROTTLE AND BUFFET STOPPED. PROCEEDED TO VMC AND MADE NORMAL LNDG AFTER ALL CONDITIONS RETURNED TO NORMAL. PITOT STATIC HEAT WAS ON AND APPEARED TO BE WORKING NORMALLY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THOUGH THE RPTR FO HAS HAD NO DIRECT FEEDBACK FROM HIS COMPANY ON THE CAUSE; HE HEARD THROUGH A MECH THAT THERE WAS WATER IN THE PITOT STATIC LINES. WHY THE WATER WAS IN THE LINES IS UNK; BUT THE MECH SAID; 'THE CONDITIONS WERE JUST RIGHT.' BECAUSE THE A300 HAS TRIPLE REDUNDANT AIRSPDS; 2 DIGITAL WITH DISPLAY ON THE PFD; AND 1 ANALOG GAUGE; AND THEY WERE ALL AFFECTED; RPTR THINKS IT MUST HAVE BEEN A RESULT OF THE WATER IN THE LINES. THEY FIRST NOTICED THE ANALOG GAUGE READING 0; THEN THE DIGITAL DISPLAYS ON THE PFD STARTED FLUCTUATING +/-10 KTS. SHORTLY THE ANALOG SPDS WERE FLUCTUATING FROM MINIMUM TO MAX ON THE GAUGE AND THE DIGITAL SPD GOING FROM 'GREEN DOT' TO RED LINE MAX. AT THE SAME TIME THE ALTIMETER WAS FROZEN AND THE CAPT; PF; WAS USING THE VSI WHICH GETS ITS INFO FROM THE INERTIAL SYS. THEY NOTICED THEIR AIRSPDS DECREASE TO GREEN DOT; MINIMUM MANEUVERING SPD; AND WEREN'T SURE WHAT THE SPD ACTUALLY WAS BECAUSE OF ALL THE ERRONEOUS INFO. TO BE SAFE; THEY DECIDED TO DSND TO INSURE THE AIRSPD WAS NOT ACTUALLY SLOW; AND AS THEY PUSHED THE NOSE OVER THE ALTIMETER DIDN'T RESPOND AT ALL. SHORTLY THEY GOT A BUFFET AND THE CAPT IDENTED IT AS HIGH SPD; RATHER THAN LOW SPD; AND THE NAV DISPLAY SHOWED 460 KTS. THEY ASKED ATC WHAT SPD THEY WERE READING AND THE REPLY WAS 430 KTS. PART OF THE SPD INCREASE WAS THE INABILITY TO PULL THE #2 THROTTLE BACK AND IT STAYED AT CLB PWR TEMPORARILY. THEY WERE ABLE TO OVERCOME THE STUCK THROTTLE; HOWEVER; AND IT APPEARED NORMAL FOR THE REST OF THE FLT. RPTR SAYS ON FEEDBACK FROM MAINT SAYS THAT THE STUCK THROTTLE IS NOT UNCOMMON ON THAT ACFT. THE SUSPECTED CAUSE OF THE STIFF; UNMOVEABLE THROTTLE; WAS THE SHROUD COVER WHICH SURROUNDS THE THROTTLE CABLE SOMETIMES GETS A HEAT BUILDUP WHICH IN TURN MELTS THE SHROUD AND THUS RESTRICTING THE CABLE. THE FLC WAS VERY CONCERNED WITH THE CHAIN OF EVENTS AND BOTH SAY IT WAS THE SCARIEST MOMENT IN THEIR FLYING CAREERS. THEY HAD MULTIPLE FAILURES OF CRITICAL FLT INSTS AND WERE NOT SURE WHAT THEY HAD OR WHAT WAS ACCURATE AND WHAT WASN'T. ONCE OUT OF THE CLOUDS THE PROBS CLRED UP; AND BECAUSE THE WX WAS A LOT BETTER AT THEIR DEST THAN AT CLOSER ARPTS; THEY CHOSE TO CONTINUE. THE REST OF THE FLT WAS UNEVENTFUL.