Narrative:

We pushed back and were advised to expect runway 08 with the eeons RNAV SID. We reviewed all fixes and altitude restrictions. We were later advised to expect runway 34R instead and remained on the ramp to reprogram both FMS and confirm appropriate fixes and altitudes with the runway change. We taxied out after that was completed and were cleared for takeoff. On initial climbout; between 8;500 ft to 10;000 ft MSL while I was initiating the after takeoff checklist; the captain's mfd lost all navigation data for several seconds. The captain requested I select the crosside FMS function and while I was reaching to do so the data returned to his mfd and the system appeared to behave normally. I verified the first few fixes with mine to confirm it returned correctly. We were given a frequency change and cleared to climb to FL230 and comply with the restrictions on the departure. I then returned to restart the after start checklist. The captain's chart then fell off his chart holder. Shortly thereafter; while shallowing out our climb to approximately 500 FPM to meet the at or below restriction at shobo; departure control cleared us to maintain 11;000 ft for crossing traffic at our 12 o'clock; descending to 13;000 ft. We asked ATC about reason for level off; since we thought we had complied with all restrictions; and were told that we blew through the first crossing restriction. We were then given an unrestricted climb to FL230. Denver center gave us a number to call upon landing and the rest of the flight continued without further incident. After arrival at our destination the captain wrote up the aircraft in the aml and contacted maintenance control about the FMS malfunction on departure. He then spoke with a person from denver TRACON about the events that occurred and chain of events leading up to the crossing fix deviation and was told that they were having problems with that particular restriction and no report would be filed.the chain of events that leads to the deviation were: 1. The runway change (although briefed appropriately and fixes confirmed in both FMS units). 2. The malfunction of the captain's mfd and loss of navigational information during a critical phase of flight. 3. Task saturation dealing with an instrument discrepancy during a frequency change while performing routine checklists. I would suggest that if that type of malfunction of pilot flying navigational data were to occur in the future; no matter how brief; the crew immediately ask to be taken off the RNAV departure; so as to avoid missing a crossing restriction due to task saturation and dealing with an instrument discrepancy during a critical phase of flight.

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Original NASA ASRS Text

Title: While climbing via the EEONS RNAV SID from DEN; the flight crew of an EMB-145 momentarily lost NAV data to the Captain's PFD/MFD. When the display returned to normal and they continued their climb to cross SHOBO at or below 12;000 FT; per the SID; ATC alerted them to maintain 11;000 FT for traffic as they had failed to comply with the at or below 10;000 FT restriction at the prior waypoint; HIDEF.

Narrative: We pushed back and were advised to expect Runway 08 with the EEONS RNAV SID. We reviewed all fixes and altitude restrictions. We were later advised to expect Runway 34R instead and remained on the ramp to reprogram both FMS and confirm appropriate fixes and altitudes with the runway change. We taxied out after that was completed and were cleared for takeoff. On initial climbout; between 8;500 FT to 10;000 FT MSL while I was initiating the after takeoff checklist; the Captain's MFD lost all navigation data for several seconds. The Captain requested I select the crosside FMS function and while I was reaching to do so the data returned to his MFD and the system appeared to behave normally. I verified the first few fixes with mine to confirm it returned correctly. We were given a frequency change and cleared to climb to FL230 and comply with the restrictions on the departure. I then returned to restart the After Start checklist. The Captain's chart then fell off his chart holder. Shortly thereafter; while shallowing out our climb to approximately 500 FPM to meet the at or below restriction at SHOBO; Departure Control cleared us to maintain 11;000 FT for crossing traffic at our 12 o'clock; descending to 13;000 FT. We asked ATC about reason for level off; since we thought we had complied with all restrictions; and were told that we blew through the first crossing restriction. We were then given an unrestricted climb to FL230. Denver Center gave us a number to call upon landing and the rest of the flight continued without further incident. After arrival at our destination the Captain wrote up the aircraft in the AML and contacted Maintenance Control about the FMS malfunction on departure. He then spoke with a person from Denver TRACON about the events that occurred and chain of events leading up to the crossing fix deviation and was told that they were having problems with that particular restriction and no report would be filed.The chain of events that leads to the deviation were: 1. the runway change (although briefed appropriately and fixes confirmed in both FMS units). 2. The malfunction of the Captain's MFD and loss of Navigational information during a critical phase of flight. 3. Task saturation dealing with an instrument discrepancy during a frequency change while performing routine checklists. I would suggest that if that type of malfunction of pilot flying navigational data were to occur in the future; no matter how brief; the crew immediately ask to be taken off the RNAV departure; so as to avoid missing a crossing restriction due to task saturation and dealing with an instrument discrepancy during a critical phase of flight.

Data retrieved from NASA's ASRS site as of July 2013 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.