Date: 202105
Local time of day: 1801-2400
Location: ZZZZ.ARTCC, FO
Flight conditions: IMC
Weather elements / visibility: Icing; Thunderstorm; Turbulence
Light: Night
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
ATC / advisory: Center ZZZZ
Aircraft component: Pitot/Static Ice System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation - Altitude Excursion From Assigned Altitude; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Human Factors; Procedure; Weather
Primary problem: Ambiguous

Narrative: There was a momentary unreliable airspeed followed by a brief failure of the PF's (Pilot Flying) PFD. Once the PFD was restored; airspeed was still momentarily unreliable.While operating the flight from ZZZ to ZZZZ; I was the pilot flying. After deviating for weather; we were proceeding directly to ZZZZZ to perform the VOR DME 2 [approach to] Runway XX at ZZZZ. Approximately 20nm from ZZZZZ and descending; we encountered IMC and light precipitation and light turbulence which gradually increased to moderate turbulence. We were partially configured at flaps 1 and gear was down at 200 kts and beginning our turn for the arc when my airspeed began having deviations of +/- 15 kts; I attributed this to the increasing turbulence and precipitation we had encountered. While banked and descending; the PLIs (Pitch Limit Indicator) presented and I had a loss of airspeed below the green dot and a gain of airspeed that presented amber digits. At this point my airspeed completely went away; as if I was on the ground; a grey box was present where the digits would be but there was no V-Speed information. Shortly after this occurred; my PFD went black for a moment; but never reverted to a different display. Once this happened; I transitioned to the IESS (Integrated Electronic Standby System); rolled the wings level; advanced the thrust levers; climbed to ensure terrain clearance; and we returned to VMC.Nearly immediately after establishing the climb; the PFD and all information on it returned; although there were errors with the airspeed. Initially; the airspeed showed faster than we were; as if we had been repositioned in the simulator; and we received one aural 'High-speed' until the airspeed settled back to what the IESS was showing. Our altitude at this point was approximately between 17;000 ft. and 16;000 ft. with a high peak around 9827 ft. in our vicinity. From our descent; I knew I could find VMC around 19;000 ft. so I directed the pilot not flying to tell ATC we would be present heading and climbing to 20;000 ft.I did not direct the PNF (Pilot Not Flying) to declare an emergency as we were busy figuring out what just happened and coordinating a plan between each other. In the climb; we cleaned the aircraft up and ran an after takeoff checklist. Once we were in VMC; we worked with each other to determine that all of our instruments matched and were reliable. We also determined that we could remain mostly VMC by performing the approach from ZZZZZ1 and asked to proceed directly to ZZZZZ1. We successfully performed the approach and landing at ZZZZ. Upon exiting the runway; we received both AFCS (Automated Flight Control System) Fault; and ADS Probe 1 Fail messages. We felt that we could have been struck by lightning; but we could not find any strike points on the aircraft; and all static wicks that were visible to us were found intact. We entered both messages above in the AML as well as an AML entry for a possible lightning strike.I feel my actions were appropriate given that we were not in radar contact any longer. I was unsure if I could trust any pitot or static instruments and I knew where I could find visual conditions away from terrain. I should have declared an emergency but at the time I felt that doing so with the language barrier would have broken down my communication with my First Officer when we needed to focus on flying the aircraft. Additionally; he was able to secure a clearance for the same heading up to 20;000 ft. as soon as I asked him to do so.




Synopsis: EMB-175 Captain reported unreliable airspeed and indications in flight that required a missed approach and ATC assistance to land safely.