Narrative:

During takeoff from pit at a speed of approximately V1, a message appeared in the scratch pad which read, verify present position. This occurred right at liftoff and I thought did not include a return to pit. The departure was a vector SID and no need for VOR navigation. I could tell from our fix page with reference to the fmi, DME, radial comparison that the map mode was not correct. It appeared to me that we had a map shift. My first officer was new. Second line flight since IOE. I instructed him to review the en route charts for VOR cross radials so as to get a fix on our present position. It was a short flight only 1 hour in length and pit departure as well as cleveland center handled us with radar vectors. We were unable to fly directly over a navigation fix such as a VOR. The information in map mode was in error by some 5 mi as best I could determine. Another problem I had was determining if heading information was accurate. At the altitude of 35000 ft we were experiencing a crosswind of 105 KTS. Because the traffic was heavy we were vectored left then right with several level offs. With all this maneuvering, trying to use the standby compass was next to impossible. I was questioning in my own mind if heading information was accurate because with a xradial as well as heading directly to a VOR the wind correction angle was very large because of the wind. This appeared to be inaccurate though it may not have been. I had the copilot fly even though the autoplt was engaged so I could think as well as better manage the cockpit. When we were turned over to chicago approach, we were given a heading to intercept the 130 degree radial of ord. The reciprocal and inbound course is 310 degrees, however my copilot said 330 degrees. The cockpit workload was high and I didn't question it. A short time later, chicago approach called and asked if we were turning to intercept? Realizing the error, I tuned in course of 310 degrees but by then approach requested a turn to 350 degrees. I then informed approach control of our problem and stated a map shift and RNAV inoperative. We were vectored to final for 14R ILS and landed without further incidents.

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Original NASA ASRS Text

Title: ACR MLG ACFT FMC PROBLEM RESULTED IN THE ACFT DEVIATING FROM ASSIGNED TRACK.

Narrative: DURING TKOF FROM PIT AT A SPD OF APPROX V1, A MESSAGE APPEARED IN THE SCRATCH PAD WHICH READ, VERIFY PRESENT POS. THIS OCCURRED RIGHT AT LIFTOFF AND I THOUGHT DID NOT INCLUDE A RETURN TO PIT. THE DEP WAS A VECTOR SID AND NO NEED FOR VOR NAV. I COULD TELL FROM OUR FIX PAGE WITH REF TO THE FMI, DME, RADIAL COMPARISON THAT THE MAP MODE WAS NOT CORRECT. IT APPEARED TO ME THAT WE HAD A MAP SHIFT. MY FO WAS NEW. SECOND LINE FLT SINCE IOE. I INSTRUCTED HIM TO REVIEW THE ENRTE CHARTS FOR VOR CROSS RADIALS SO AS TO GET A FIX ON OUR PRESENT POS. IT WAS A SHORT FLT ONLY 1 HR IN LENGTH AND PIT DEP AS WELL AS CLEVELAND CTR HANDLED US WITH RADAR VECTORS. WE WERE UNABLE TO FLY DIRECTLY OVER A NAV FIX SUCH AS A VOR. THE INFO IN MAP MODE WAS IN ERROR BY SOME 5 MI AS BEST I COULD DETERMINE. ANOTHER PROBLEM I HAD WAS DETERMINING IF HDG INFO WAS ACCURATE. AT THE ALT OF 35000 FT WE WERE EXPERIENCING A XWIND OF 105 KTS. BECAUSE THE TFC WAS HVY WE WERE VECTORED L THEN R WITH SEVERAL LEVEL OFFS. WITH ALL THIS MANEUVERING, TRYING TO USE THE STANDBY COMPASS WAS NEXT TO IMPOSSIBLE. I WAS QUESTIONING IN MY OWN MIND IF HDG INFO WAS ACCURATE BECAUSE WITH A XRADIAL AS WELL AS HDG DIRECTLY TO A VOR THE WIND CORRECTION ANGLE WAS VERY LARGE BECAUSE OF THE WIND. THIS APPEARED TO BE INACCURATE THOUGH IT MAY NOT HAVE BEEN. I HAD THE COPLT FLY EVEN THOUGH THE AUTOPLT WAS ENGAGED SO I COULD THINK AS WELL AS BETTER MANAGE THE COCKPIT. WHEN WE WERE TURNED OVER TO CHICAGO APCH, WE WERE GIVEN A HDG TO INTERCEPT THE 130 DEG RADIAL OF ORD. THE RECIPROCAL AND INBOUND COURSE IS 310 DEGS, HOWEVER MY COPLT SAID 330 DEGS. THE COCKPIT WORKLOAD WAS HIGH AND I DIDN'T QUESTION IT. A SHORT TIME LATER, CHICAGO APCH CALLED AND ASKED IF WE WERE TURNING TO INTERCEPT? REALIZING THE ERROR, I TUNED IN COURSE OF 310 DEGS BUT BY THEN APCH REQUESTED A TURN TO 350 DEGS. I THEN INFORMED APCH CTL OF OUR PROBLEM AND STATED A MAP SHIFT AND RNAV INOP. WE WERE VECTORED TO FINAL FOR 14R ILS AND LANDED WITHOUT FURTHER INCIDENTS.

Data retrieved from NASA's ASRS site as of July 2007 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.