Narrative:

In IMC; leveling off at 6;000 feet on the approach; we received master caution messages; chimes; autopilot failure; autothrottle failure; and ca mcdu failure. It was the captain's leg so he immediately grabbed the flight controls; we silenced all the alarms and made sure the plane was stable. At this point the captain stated that his controls felt weird. So we switch controls which would have been the next step anyway. I also noted that the controls on my side felt very strange. It was a fluttering or wiggling sensation. I rested my feet on the rudder pedals and felt that same fluttering. We tried to re-engage the ap which did not work; so I continued to hand fly. The captain then took out the QRH and proceeded with the procedure; which was lg wow [weight-on-wheels] system failure. The first thing it said was to 'land as soon as possible'. So we [advised ATC] and continued receiving vectors for the approach. The captain elected to do the QRH and radios because I was hand flying in IMC with the strange control feeling and my flight director was not showing correct indications; which was work intensive. We determined (from the QRH) that we needed to land with flaps full and possibly would not have ground spoilers; thrust reversers; or brakes; so we made sure the airport was going to have the crash fire and rescue trucks ready. The captain briefed the flight attendant's. ATC needed to give us a vector because of the terrain but said they could vector us through final if we needed more time. I asked the captain if we could turn inbound because we were 22 miles outside the FAF; which I figure would be enough time to complete any more essential items and I did not feel comfortable doing more turns than necessary because of the way the controls were acting. We started slowing down and configuring for landing. Tower turned the lights up for us. The landing was successful and we did end up having spoilers and reversers on the ground. Although the brakes felt a little mushy we were still able to stop and then taxi to the gate with no issues.after further review of the QRH on the ground nothing in the lg wow system failure showed any reason why we lost ap; at; the captain's mcdu and especially why the controls were very fluttery. We did have a avnx mau 1A fault message which in the QRH states it's just a crew awareness message. Upon review if it had been a avnx mau 1A fail; losing the ca mcdu; ap; ACARS; and outboard brakes; would make more sense. It could have also been why the flight controls felt weird; because we could have potentially lost the multi function spoilers. If we would have known all this in flight it would have been a lot less nerve-wracking because we would have known why all these things happened. But in flight none of it made sense because the wow system doesn't seem to have anything to do with the rest of the systems we lost.

Google
 

Original NASA ASRS Text

Title: EMB-175 First Officer reported multiple system failures and flight control anomalies on approach that were related to weight-on-wheels and AVNX MAU system failures.

Narrative: In IMC; leveling off at 6;000 feet on the approach; we received master caution messages; chimes; autopilot failure; autothrottle failure; and CA MCDU failure. It was the Captain's leg so he immediately grabbed the flight controls; we silenced all the alarms and made sure the plane was stable. At this point the Captain stated that his controls felt weird. So we switch controls which would have been the next step anyway. I also noted that the controls on my side felt very strange. It was a fluttering or wiggling sensation. I rested my feet on the rudder pedals and felt that same fluttering. We tried to re-engage the AP which did not work; so I continued to hand fly. The Captain then took out the QRH and proceeded with the procedure; which was LG WOW [weight-on-wheels] system failure. The first thing it said was to 'land as soon as possible'. So we [advised ATC] and continued receiving vectors for the approach. The Captain elected to do the QRH and radios because I was hand flying in IMC with the strange control feeling and my flight director was not showing correct indications; which was work intensive. We determined (from the QRH) that we needed to land with flaps full and possibly would not have ground spoilers; thrust reversers; or brakes; so we made sure the airport was going to have the crash fire and rescue trucks ready. The Captain briefed the FA's. ATC needed to give us a vector because of the terrain but said they could vector us through final if we needed more time. I asked the Captain if we could turn inbound because we were 22 miles outside the FAF; which I figure would be enough time to complete any more essential items and I did not feel comfortable doing more turns than necessary because of the way the controls were acting. We started slowing down and configuring for landing. Tower turned the lights up for us. The landing was successful and we did end up having spoilers and reversers on the ground. Although the brakes felt a little mushy we were still able to stop and then taxi to the gate with no issues.After further review of the QRH on the ground nothing in the LG WOW system failure showed any reason why we lost AP; AT; the Captain's MCDU and especially why the controls were very fluttery. We did have a AVNX MAU 1A fault message which in the QRH states it's just a crew awareness message. Upon review if it had been a AVNX MAU 1A fail; losing the CA MCDU; AP; ACARS; and outboard brakes; would make more sense. It could have also been why the flight controls felt weird; because we could have potentially lost the multi function spoilers. If we would have known all this in flight it would have been a lot less nerve-wracking because we would have known why all these things happened. But in flight none of it made sense because the WOW system doesn't seem to have anything to do with the rest of the systems we lost.

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.