Narrative:

Captain and I lined up on 9L for departure. We complied with company procedures and aligned our headings with the runway prior to takeoff roll. Mine said 098 degrees and his was 093. I slewed his a few degrees closer to the compass in order to stay well within 5 degrees. On the takeoff roll we got a EFIS comp mon. Not something to abort for since we were just within 5 degrees of one another. Captain stated 'continue' several times. I hesitated for a second then realizing we were at takeoff thrust I continued. After liftoff we followed the atlanta RNAV procedures by calling for speed mode; navigation mode; automatic pilot at 700 AGL. The mfd showed us left of course significantly and approaching the first fix. I then selected heading mode to get the turn started hoping the FMS would find itself and sequence properly. Simultaneously; the captain noticed the winds were showing 275/256 and ATC asked what was going on. Obviously there was a malfunction in the equipment with winds at 256 kts. The mfd thus was displaying the moving map incorrectly thus leading me to believe we were blowing right past gritz. ATC then gave us a heading us 110 and no sooner did the airplane turn that way; he then said to fly heading 180. At this point we had taken off with an EFIS comp mon; and a mysterious 256 kt tailwind and I was led to believe that our heading had drifted. The standby compass was unusable because of the turning; climbing at 200+ knots and climbing. I also was led to believe that the headings were off because ATC was unhappy with each of the headings I rolled out onto. He asked for a level off at 6000; which we did. We're trying to make sense of this multiple system failure. By this time our headings between captain and first officer (first officer) were about 30-45degrees different. We were then told to fly heading. We climbed to 10;000 and leveled the wings; and again when I compared my heading to the standby compass we were off again by 30 degrees. I kept realigning to the standby compass all the way to destination. ATC gave me a pilot-discretion descent to 2400 and my mfd showed me 80+ miles away. I asked ATC how far we were from destination and he said 15 miles. I started the descent and by this time had switched to green needles and was feeling ok about our position and ability to find the airport visually. We aligned our headings with the standby compass as we were able but something still didn't seem right with them. The computer malfunction of 256kt westerly wind had us very confused about how the computer was getting that info. The mfd map showed us west of savannah airport at the time of our landing at destination. The compilation of EFIS comp mon and the mysterious 256kt tailwind put us into a undesired state of unsure of our position while instrument flying. The headings were not to be trusted because of the EFIS comp message and the compass wasn't able to be relied upon until level; unaccelerating flight. The lateral turning of the aircraft was not comforting because of the lack of reliable information. The threats could've been other departing aircraft; luckily ATC said there was no conflict. I can see where the EFIS comp was a threat and could've been handled easily since the flight director was on my side; and my headings were aligned with the runway; what I still can't get answered is why the FMS reading winds at 275/256 while at 1500-2000ft. That malfunction is what made this situation as bad as it was. That is what caused the lateral deviation. The winds showed the 275/256 all the way until we landed [at our destination].I think from now on we need to consider whether aborting for a EFIS comp mon is a wise decision. In this situation had we done that it would've made the situation a bit less confusing. As for the malfunction of the computer... I have no answer for how to prevent that.

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Original NASA ASRS Text

Title: CRJ200 flight crew experienced an EFIS COMP MON message during takeoff roll and continued the takeoff. This resulted in heading errors and FMS anomalies departing ATL requiring ATC to begin issuing headings.

Narrative: Captain and I lined up on 9L for departure. We complied with company procedures and aligned our headings with the runway prior to takeoff roll. Mine said 098 degrees and his was 093. I slewed his a few degrees closer to the compass in order to stay well within 5 degrees. On the takeoff roll we got a EFIS COMP MON. Not something to abort for since we were just within 5 degrees of one another. Captain stated 'CONTINUE' several times. I hesitated for a second then realizing we were at takeoff thrust I continued. After liftoff we followed the Atlanta RNAV procedures by calling for SPEED MODE; NAV MODE; AUTO Pilot at 700 AGL. The MFD showed us left of course significantly and approaching the first fix. I then selected heading mode to get the turn started hoping the FMS would find itself and sequence properly. Simultaneously; the Captain noticed the winds were showing 275/256 and ATC asked what was going on. Obviously there was a malfunction in the equipment with winds at 256 kts. The MFD thus was displaying the moving map incorrectly thus leading me to believe we were blowing right past GRITZ. ATC then gave us a heading us 110 and no sooner did the airplane turn that way; he then said to fly heading 180. At this point we had taken off with an EFIS COMP MON; and a mysterious 256 kt tailwind and I was led to believe that our heading had drifted. The standby compass was unusable because of the turning; climbing at 200+ knots and climbing. I also was led to believe that the headings were off because ATC was unhappy with each of the headings I rolled out onto. He asked for a level off at 6000; which we did. We're trying to make sense of this multiple system failure. By this time our headings between Captain and First Officer (FO) were about 30-45degrees different. We were then told to fly heading. We climbed to 10;000 and leveled the wings; and again when I compared my heading to the standby compass we were off again by 30 degrees. I kept realigning to the standby compass all the way to destination. ATC gave me a pilot-discretion descent to 2400 and my MFD showed me 80+ miles away. I asked ATC how far we were from destination and he said 15 miles. I started the descent and by this time had switched to green needles and was feeling ok about our position and ability to find the airport visually. We aligned our headings with the standby compass as we were able but something still didn't seem right with them. The computer malfunction of 256kt westerly wind had us very confused about how the computer was getting that info. The MFD map showed us west of Savannah airport at the time of our landing at destination. The compilation of EFIS COMP MON and the mysterious 256kt tailwind put us into a undesired state of unsure of our position while instrument flying. The headings were not to be trusted because of the EFIS COMP message and the compass wasn't able to be relied upon until level; unaccelerating flight. The lateral turning of the aircraft was not comforting because of the lack of reliable information. The threats could've been other departing aircraft; luckily ATC said there was no conflict. I can see where the EFIS COMP was a threat and could've been handled easily since the Flight director was on my side; and my headings were aligned with the runway; what I still can't get answered is why the FMS reading winds at 275/256 while at 1500-2000ft. That malfunction is what made this situation as bad as it was. That is what caused the lateral deviation. The winds showed the 275/256 all the way until we landed [at our destination].I think from now on we need to consider whether aborting for a EFIS COMP MON is a wise decision. In this situation had we done that it would've made the situation a bit less confusing. As for the malfunction of the computer... I have no answer for how to prevent that.

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.