Date: 202007
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Air Data Computer
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Commercial; Flight Crew Multiengine; Flight Crew Private
Human factors: Workload; Other / Unknown; Distraction; Confusion
Anomaly: Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Flight Crew FLC Overrode Automation
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Captain and I were operating Aircraft Z from ZZZ to ZZZ1. I was Pilot Flying for this leg. Aside from tropical storm stretching from Central Pennsylvania eastward all the way to New England; the flight was uneventful all the way until we were cleared for the ILS approach at ZZZ. Tropical Storm covered most of the route of the arrival into ZZZ and there were one or two stretches of continuous moderate turbulence while on the arrival. After established on the ILS; we got the following EICAS messages: AOA Limit Fail and WSHR Fail; both of which are caution (amber) messages. Shortly after the AOA Limit Fail and WSHR fail EICAS messages popped up; the stick shaker activated for a very short period of time; then it went away along with the AOA Limit Fail and WSHR fail EICAS messages. The EICAS messages continued to come on and off throughout the duration of the final approach. There were some gusts on final approach; not more than +/- 15 knots; but we do not believe the stick shaker activation was associated with the gusts. I thought it was a false stick shaker because there was no significant airspeed or pitch change prior to sticker activation; nor did it go away with a significant change in airspeed or pitch; although I did respond to the stick shaker with an increase of power. Based on the way the airplane was flying; the airplane did not appear to be in a stalling condition nor an imminent stall. The autopilot was off at the time of the shaker activation; as autopilot coupled approaches are not authorized for the ILS at ZZZ.My decision to not call go around after the shaker activation was based on these factors: 1. We thought the shaker activation was false 2.The weather conditions were not favorable anywhere else in the Northeast United States. We were configured and stable at 1;000 ft. and 500 ft. respectively.After landing; and taxiing off the runway; the AOA Fail EICAS message; which had extinguished earlier; came back on along with ADS 2 and ADS 4 fail advisory (Cyan) messages. Those stayed on even after we taxied to the gate and parked the airplane.




Synopsis: E175 First Officer reported the stall warning system continued to activate even though there was no apparent change in airspeed or aircraft attitude.