Narrative:

We were departing ZZZ off 10L; normal departure I was pilot flying first officer (first officer's side). Upon positive rate; gear up selection the aircraft began to shallow out the climb significantly. Auto throttles retarded to near idle. I quickly overrode the auto throttles; then disengaged them. Autopilot ap began to level the aircraft at 5;000 feet MSL with 7;000 MSL in the alerter on the ZZZ [SID] departure. Our mcdu had a departure limit set 200 KIAS to 5000 afe (above field elevation); which it did not honor. We were in heading (heading) mode; magenta flch (flight change); assigned runway heading and 7;000 in our initial clearance prior to to (take-off). We were then handed off to departure and given 'direct zzzzz; climb and maintain 12;000.' at about 7;500; I commanded 'push ap' the aircraft continued climbing about 1;200-1;500 feet per minute; showing no signs of honoring the 12;000 in the alerter; I disengaged the ap; auto throttles still remained off. We were quickly given an assigned heading for traffic and leveled at 12;000. Upon clear of the traffic we were given direct zzzzz again and cleared to FL340. We proceeded direct as instructed; continued hand flying through FL190; then engaged the ap once again with no issues. We reengaged the auto throttles; which the airplane once again did not honor what was set in the box; which was normal climb 270KIAS/.73MACH. It instead had 290KIAS/.76 in the pfd window with 270/.73 in the mcdu. Climb 2 was noted on the EICAS which is normal. 290/.76 however was not normal. I selected manual speeds. Upon reaching cruise; FMS speeds was selected and honored speeds throughout the remainder of the flight; autopilot also honored the remaining flight plan to include the [STAR] RNAV arrival landing east in ZZZ1. On base to final to 10R in ZZZ1; upon selecting flaps 1; everything appeared normal; after selecting flaps 2 the airspeed on the pfd jumped up to 200KIAS instead of 170 (210; 190; 170; 150 were set respectively as normal technique for approach; flaps 0-3). Ap and auto throttles were disengaged once again; approach was hand flown and landed without incident.the captain; myself; and the FAA observer all did our best to recall any missteps or programming mistakes along the way. We double checked our work and took a few photos of our mcdu in cruise showing our departure set up. It could very well be our error in programming; however we were not able to find any errors between the three of us. No cfrs were violated; no exceedances were noted. Passengers did mention to our flight attendants that the departure did not feel normal. We did learn that hand flying skills were handy to have and luckily I practice every trip. This was an eye opening experience which taught us all first-hand how automation can be a huge threat and leave you startled; surprised. We hope other crews can be just as successful in aviating; navigating and communicating. The FAA examiner commented 'you both handled that extremely well; it's how we hope all pilots will respond in that scenario.' this was my check pilot observation to become a line check pilot so stress was high to say the least; threats and errors were managed well by both pilot flying and pilot monitoring working closely together.

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Original NASA ASRS Text

Title: E175 Captain reported a malfunction in the autoflight system; both the autopilot and autothrottles.

Narrative: We were departing ZZZ off 10L; normal departure I was Pilot Flying FO (First Officer's side). Upon positive rate; gear up selection the aircraft began to shallow out the climb significantly. Auto throttles retarded to near idle. I quickly overrode the auto throttles; then disengaged them. Autopilot AP began to level the aircraft at 5;000 feet MSL with 7;000 MSL in the Alerter on the ZZZ [SID] departure. Our MCDU had a departure limit set 200 KIAS to 5000 AFE (Above Field Elevation); which it did not honor. We were in HDG (Heading) mode; Magenta FLCH (Flight Change); assigned runway heading and 7;000 in our initial clearance prior to TO (Take-off). We were then handed off to departure and given 'Direct ZZZZZ; climb and maintain 12;000.' At about 7;500; I commanded 'push AP' the aircraft continued climbing about 1;200-1;500 feet per minute; showing no signs of honoring the 12;000 in the Alerter; I disengaged the AP; Auto Throttles still remained off. We were quickly given an assigned heading for traffic and leveled at 12;000. Upon clear of the traffic we were given direct ZZZZZ again and cleared to FL340. We proceeded direct as instructed; continued hand flying through FL190; then engaged the AP once again with no issues. We reengaged the Auto Throttles; which the airplane once again did not honor what was set in the box; which was normal climb 270KIAS/.73MACH. It instead had 290KIAS/.76 in the PFD window with 270/.73 in the MCDU. Climb 2 was noted on the EICAS which is normal. 290/.76 however was not normal. I selected manual speeds. Upon reaching cruise; FMS speeds was selected and honored speeds throughout the remainder of the flight; Autopilot also honored the remaining flight plan to include the [STAR] RNAV arrival landing East in ZZZ1. On base to final to 10R in ZZZ1; upon selecting flaps 1; everything appeared normal; after selecting flaps 2 the airspeed on the PFD jumped up to 200KIAS instead of 170 (210; 190; 170; 150 were set respectively as normal technique for approach; flaps 0-3). AP and Auto Throttles were disengaged once again; approach was hand flown and landed without incident.The Captain; myself; and the FAA observer all did our best to recall any missteps or programming mistakes along the way. We double checked our work and took a few photos of our MCDU in cruise showing our departure set up. It could very well be our error in programming; however we were not able to find any errors between the three of us. No CFRs were violated; no exceedances were noted. Passengers did mention to our Flight Attendants that the departure did not feel normal. We did learn that hand flying skills were handy to have and luckily I practice every trip. This was an eye opening experience which taught us all first-hand how automation can be a huge threat and leave you startled; surprised. We hope other crews can be just as successful in Aviating; navigating and communicating. The FAA examiner commented 'You both handled that extremely well; it's how we hope all pilots will respond in that scenario.' This was my Check Pilot observation to become a Line Check Pilot so stress was high to say the least; threats and errors were managed well by both Pilot Flying and Pilot Monitoring working closely together.

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.