Narrative:

No violation of FARS but I want to document the event for future aviation safety. Shortly after takeoff we had IAS caution and altitude caution on both pfds (primary flight displays). Also had EFIS comp mon and mach trim caution messages. I was flying and my captain pulled out the QRH for the two caution messages. However; our airspeeds and altitudes did not match and we were unsure of both airspeed and altitude. We [advised ATC] and asked for vectors to figure out the problem. We asked ATC what they showed for our airspeed and determined that my airspeed indicator was incorrect (I was showing 250 knots while captain's pfd was showing 310) and my captain's airspeed indicator was correct. We then asked ATC what they had for our altitude and they said 8000 ft. I was displaying 8000 ft while my captain was showing 11;000 ft. So; my airspeed was incorrect but my altitude was correct while my captain's airspeed was correct but altitude was incorrect. Also; our TCAS was not working. While we were trying to solve the problem a plane flew right by us with no indication from TCAS nor from ATC. I had to pull the power quickly to avoid the plane. We know something drastically went wrong with our pitot-static system or was wrong before we even departed. We first flew the plane out of maintenance for a 'bird strike' that maintenance signed off but tower did not think they did. Perhaps it was damage from the bird strike or debris flew in the tube or it was loose or who knows what. More thorough maintenance. Maintenance should be in house. This event could have been a lot worse than it was.

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Original NASA ASRS Text

Title: CRJ-700 First Officer reported erroneous airspeed and altitude indications on both pilot's primary flight displays.

Narrative: No violation of FARS but I want to document the event for future aviation safety. Shortly after takeoff we had IAS caution and ALT caution on both PFDs (Primary Flight Displays). Also had EFIS COMP MON and MACH TRIM caution messages. I was flying and my Captain pulled out the QRH for the two caution messages. However; our airspeeds and altitudes did not match and we were unsure of both airspeed and altitude. We [advised ATC] and asked for vectors to figure out the problem. We asked ATC what they showed for our airspeed and determined that my airspeed indicator was incorrect (I was showing 250 knots while Captain's PFD was showing 310) and my Captain's airspeed indicator was correct. We then asked ATC what they had for our altitude and they said 8000 ft. I was displaying 8000 ft while my Captain was showing 11;000 ft. So; my airspeed was incorrect but my altitude was correct while my Captain's airspeed was correct but altitude was incorrect. Also; our TCAS was not working. While we were trying to solve the problem a plane flew right by us with no indication from TCAS nor from ATC. I had to pull the power quickly to avoid the plane. We know something drastically went wrong with our pitot-static system or was wrong before we even departed. We first flew the plane out of maintenance for a 'bird strike' that maintenance signed off but Tower did not think they did. Perhaps it was damage from the bird strike or debris flew in the tube or it was loose or who knows what. More thorough maintenance. Maintenance should be in house. This event could have been a lot worse than it was.

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.