Narrative:

[We] departed with a departure clearance to climb to 3;000 feet MSL and turn left to a heading of 360. The flight director was set to to/heading mode with the runway heading set; and auto-throttles armed with a speed target of 200 KTS. The initial takeoff roll and climbout were normal. At 400 feet AGL; the PIC asked for a 360 heading; I set the heading to 360 and continued with the climb sequence. While completing the after-takeoff checklist; we received an aural 'bank angle' warning. I confirmed the PIC was correcting for the bank angle; and I advised him that my ADI was showing we were outside and to the left of flight director guidance. I did not notice the actual degree of bank angle; as I was concerned we might be experiencing an air data issue and focused on scanning for discrepancies between the PIC/stby/sic attitude indicators and pfds; which all appeared to agree. During the roll correction; we received a 'don't sink; don't sink' aural warning. I advised the PIC that we had an approximate 1;800 feet per minute descent rate and to climb. The PIC initiated an immediate climb at approximately 4;000' per minute. During the climb; we received a 'high speed' aural warning that we attributed to the flaps not being fully retracted. We broke out of the overcast layer at approximately 2;000 feet MSL; the PIC disengaged the auto-throttles to correct for the overspeed at approximately 265 KTS and fully recovered the aircraft to an altitude around 3;800 feet MSL and an airspeed of 200 KTS.I immediately advised ATC that we might be experiencing an avionics issue and that we were returning to an altitude of 3;000 feet MSL; at which time they told us to maintain 4;000 feet MSL and asked if we needed assistance. As we were VFR on top; we elected to maintain 4;000 feet and advised ATC that we needed time to diagnose the issue; but if we were to return; we would need to locate a VFR airport. We inspected for comparator warnings as well as attitude; airspeed; and altitude discrepancies before engaging the autopilot. Since the aircraft handled normally and we did not have range/fuel concerns we elected to continue the flight and closely monitor for any air data issues; if any additional event occurred; our plan was to land at the nearest suitable airport under VFR conditions. We experienced no further issues.the aircraft received a heavy deicing application the prior day. Aircraft data is currently being analyzed to determine if it could have been a contributing factor.

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Original NASA ASRS Text

Title: ERJ-190 First Officer reported multiple avionics issues on climbout that may have been related to a 'heavy' de-ice application.

Narrative: [We] departed with a departure clearance to climb to 3;000 feet MSL and turn left to a heading of 360. The Flight Director was set to TO/HDG Mode with the Runway heading set; and Auto-throttles armed with a speed target of 200 KTS. The initial takeoff roll and climbout were normal. At 400 feet AGL; the PIC asked for a 360 heading; I set the heading to 360 and continued with the climb sequence. While completing the after-takeoff checklist; we received an aural 'BANK ANGLE' warning. I confirmed the PIC was correcting for the bank angle; and I advised him that my ADI was showing we were outside and to the left of flight director guidance. I did not notice the actual degree of bank angle; as I was concerned we might be experiencing an air data issue and focused on scanning for discrepancies between the PIC/STBY/SIC attitude indicators and PFDs; which all appeared to agree. During the roll correction; we received a 'DON'T SINK; DON'T SINK' aural warning. I advised the PIC that we had an approximate 1;800 feet per minute descent rate and to climb. The PIC initiated an immediate climb at approximately 4;000' per minute. During the climb; we received a 'High SPEED' aural warning that we attributed to the flaps not being fully retracted. We broke out of the overcast layer at approximately 2;000 feet MSL; the PIC disengaged the auto-throttles to correct for the overspeed at approximately 265 KTS and fully recovered the aircraft to an altitude around 3;800 feet MSL and an airspeed of 200 KTS.I immediately advised ATC that we might be experiencing an avionics issue and that we were returning to an altitude of 3;000 feet MSL; at which time they told us to maintain 4;000 feet MSL and asked if we needed assistance. As we were VFR on top; we elected to maintain 4;000 feet and advised ATC that we needed time to diagnose the issue; but if we were to return; we would need to locate a VFR airport. We inspected for comparator warnings as well as attitude; airspeed; and altitude discrepancies before engaging the autopilot. Since the aircraft handled normally and we did not have range/fuel concerns we elected to continue the flight and closely monitor for any air data issues; if any additional event occurred; our plan was to land at the nearest suitable airport under VFR conditions. We experienced no further issues.The aircraft received a heavy deicing application the prior day. Aircraft data is currently being analyzed to determine if it could have been a contributing factor.

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.