Narrative:

Descending through F190; we entered into moderate turbulence and rain. We were direct to waypoint zzzzz on the ZZZZZ5 arrival after avoiding weather at ZZZZZ1. Our clearance was direct zzzzz; 16000 and maintain by ZZZZZ1. After initiating in range check; an IAS comparator was displayed on my pfd. At this time ap/ats were both on. All three airspeeds were fairly close with pilots being slightly lower than first officer and standby. Ats then disconnected uncommanded as pm referred to the checklist. While initiating the checklist; this 2 additional lv 2 alerts sel elev feel man sel flap lim ovrd appeared. As this occurred I noticed that we had descended through 16000 feet with the ap engaged. I disconnected the ap and corrected the altitude. We made a preliminary judgment that we had unreliable airspeeds and [notified ATC] with approach control. Subsequently; we broke out of the clouds; saw we were clear of the terrain; identified slc and asked for 12;000 ft and blupe int. Approach control cleared us the ilsxxr at that time. While I continued to descend and configure the airplane; we completed QRH checklists with the capt. Selecting the first officer air data computer for subsequent operation. Ap/ats and FD disengaged without warning several additional times; I continued the approach after terminating the emergency and landed uneventfully. On landing despite IAS agreement in both seats; the GS readout on the nav display showed a 35 knot tailwind on the pm (capt side) and a 7 knot hw on the first officer side. Tower reported winds were consistent with the first officer displays. Airspeed comparator warning and subsequent malfunctions of the ap/ats.radar displays showed only light rain on our route of flight. Given the data presented I don't think his situation was avoidable.

Related reports:

Google
 

Original NASA ASRS Text

Title: Wide body transport first officer and dispatcher reported loss of airspeed indication and other flight dynamic warnings.

Narrative: Descending through F190; we entered into moderate turbulence and rain. We were direct to waypoint ZZZZZ on the ZZZZZ5 arrival after avoiding weather at ZZZZZ1. Our clearance was direct ZZZZZ; 16000 and maintain by ZZZZZ1. After initiating in range check; an IAS comparator was displayed on my PFD. At this time AP/ATS were both on. All three airspeeds were fairly close with pilots being slightly lower than FO and standby. ATS then disconnected uncommanded as PM referred to the checklist. While initiating the checklist; this 2 additional LV 2 alerts SEL ELEV FEEL MAN SEL FLAP LIM OVRD appeared. As this occurred I noticed that we had descended through 16000 feet with the AP engaged. I disconnected the AP and corrected the altitude. We made a preliminary judgment that we had unreliable airspeeds and [notified ATC] with approach control. Subsequently; we broke out of the clouds; saw we were clear of the terrain; identified SLC and asked for 12;000 ft and BLUPE INT. Approach Control cleared us the ILSXXR at that time. While I continued to descend and configure the airplane; we completed QRH checklists with the Capt. selecting the FO Air data computer for subsequent operation. AP/ATS and FD disengaged without warning several additional times; I continued the approach after terminating the Emergency and landed uneventfully. On landing despite IAS agreement in both seats; the GS readout on the Nav display showed a 35 knot tailwind on the PM (Capt side) and a 7 knot HW on the FO side. Tower reported winds were consistent with the FO displays. Airspeed comparator warning and subsequent malfunctions of the AP/ATS.Radar displays showed only light rain on our route of flight. Given the data presented I don't think his situation was avoidable.

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.