Narrative:

While enroute at FL370 I received an EICAS message that indicated integrated computer (ic) number 1 wow fail and stall protection system speed advance. Simultaneously my airspeed indication started to decrease and my altimeter started to decrease. I immediately disconnected the autopilot and cross checked the instruments of my first officer and standby instruments I concluded that my first officer's instruments were reading correctly which was confirmed by my standby instruments and the center controller; I immediately transferred controls to my first officer. We informed ATC that we had lost some of our instruments and had in the process lost 400 ft of altitude I declared an emergency because we were unsure of the problem at this time and had deviated from altitude. We were deviating around some extreme weather and were unable to descend or deviate at this time. We proceeded to run the checklists for the two EICAS messages. At this time I was waiting for some information from maintenance and dispatch when I noticed our pressurization climbing into the caution range. I informed ATC that I would like to deviate to a nearby airport as a result of this new information. We were still at FL370 and started our descent which; as a result of our altitude; was going to take us past that airport. While descending through FL260 for FL240 all of our instruments came back normal as well as our pressurization and our EICAS caution messages cleared. At this point I discussed the situation with my first officer and we decided that as we were only approximately 90 miles to our filed destination and the weather was clear enroute at our altitude and the weather we were deviating around was moving into the diversion airport that at this time it would be better to proceed to our planned destination. My first officer continued to hand-fly the aircraft and I monitored the instruments. We knew the malfunction had been with my computer and that his had been reliable as well as our backup standby instruments were reliable. We concluded it would be safe to continue on to our destination. I have not received any information as to why this occurred. I can only suggest possibly expanding the checklist to include the chance this could happen in the air as the checklist only specifies to not takeoff.

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Original NASA ASRS Text

Title: An EMB-145 EICAS alerted number 1 IC WOW and SPS (Stall Protection System) at FL370 as the Captain's airspeed and altimeter both decreased while the cabin altitude increased. Descending thought FL250 all indications returned to normal and after landing maintenance concluded that moisture on the Weight On Wheels (WOW) switch gave the computer an after landing indication.

Narrative: While enroute at FL370 I received an EICAS message that indicated Integrated Computer (IC) number 1 WOW Fail and Stall Protection System Speed Advance. Simultaneously my airspeed indication started to decrease and my altimeter started to decrease. I immediately disconnected the autopilot and cross checked the instruments of my First Officer and standby instruments I concluded that my First Officer's instruments were reading correctly which was confirmed by my standby instruments and the center controller; I immediately transferred controls to my First Officer. We informed ATC that we had lost some of our instruments and had in the process lost 400 FT of altitude I declared an emergency because we were unsure of the problem at this time and had deviated from altitude. We were deviating around some extreme weather and were unable to descend or deviate at this time. We proceeded to run the checklists for the two EICAS messages. At this time I was waiting for some information from Maintenance and Dispatch when I noticed our pressurization climbing into the caution range. I informed ATC that I would like to deviate to a nearby airport as a result of this new information. We were still at FL370 and started our descent which; as a result of our altitude; was going to take us past that airport. While descending through FL260 for FL240 all of our instruments came back normal as well as our pressurization and our EICAS caution messages cleared. At this point I discussed the situation with my First Officer and we decided that as we were only approximately 90 miles to our filed destination and the weather was clear enroute at our altitude and the weather we were deviating around was moving into the diversion airport that at this time it would be better to proceed to our planned destination. My First Officer continued to hand-fly the aircraft and I monitored the instruments. We knew the malfunction had been with my computer and that his had been reliable as well as our backup standby instruments were reliable. We concluded it would be safe to continue on to our destination. I have not received any information as to why this occurred. I can only suggest possibly expanding the checklist to include the chance this could happen in the air as the checklist only specifies to not takeoff.

Data retrieved from NASA's ASRS site as of April 2012 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.