Narrative:

We completed the usual preflight and acceptance checks and determined the aircraft airworthy. No discrepancies or abnormalities were reported to me from the flight attendant or first officer. It is important to note that the first officer and I had flown this same aircraft into ZZZ the evening before as a repositioning flight. We completed our briefings and checklists at the gate. We departed the gate and taxied to the active runway 23; completing all appropriate checklists. Again; no abnormalities were discovered during this 'first flight of the day' taxi. Since it was the first officer's takeoff; I xferred controls after an initial 'line-up' and checklist on the centerline. He advanced the thrust and subsequently stated that 'he had full left rudder' as the aircraft began to accelerate; right of the centerline. I said 'my controls' and I got the aircraft straightened and began to return to the centerline. I believe I used tiller for this. It was my decision to continue the takeoff because I thought the aircraft was responding to my inputs as expected. Although I do not remember stating 'continue.' at some point thereafter; we noticed the thrust was not 'set' and advanced the thrust to 'flex thrust' (from memory; I believe from 78% to 85%). At some point I thought he went back for the controls and I think I called 'my controls.' I did not want to xfer controls during the takeoff roll. We rotated and climbed out without difficulties. I believe there was some 'standard calls' that did not occur as a result of the switch of the PF/PNF. After the initial climb; I xferred the controls back to the first officer. While en route; we completed the appropriate checklists. Also; during the flight we encountered the EFIS comp mon caution message several times and had to correct the captain side heading. We flew the VOR runway 13L into ZZZ1 and the first officer made a good landing. During the landing rollout; we had a steering inoperative caution message. I selected the nosewheel steering switch to off and then back to on. The message went away and then came back on. I repeated the switch sequence and the message remained off. I called 'my controls' at about 60 KTS. We taxied to the ramp without delay or further incident. I made no maintenance 'write-ups' because I attributed the nosewheel steering message to the takeoff in ZZZ and it remained off. Furthermore; the nosewheel steering seemed to be responding normally during the previous evening; the taxi to the runway in ZZZ and the taxi to the gate in ZZZ1.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CRJ200 WAS DRIFTING R DURING TKOF ROLL. THE CAPT ASSUMED CTRL FROM THE FO FOR THE TKOF. ON LNDG THE STEERING INOP EICAS CAUSED THE CAPT TO TURN NOSEWHEEL STEERING OFF. NO MAINT WRITE-UP WAS MADE.

Narrative: WE COMPLETED THE USUAL PREFLT AND ACCEPTANCE CHKS AND DETERMINED THE ACFT AIRWORTHY. NO DISCREPANCIES OR ABNORMALITIES WERE RPTED TO ME FROM THE FLT ATTENDANT OR FO. IT IS IMPORTANT TO NOTE THAT THE FO AND I HAD FLOWN THIS SAME ACFT INTO ZZZ THE EVENING BEFORE AS A REPOSITIONING FLT. WE COMPLETED OUR BRIEFINGS AND CHKLISTS AT THE GATE. WE DEPARTED THE GATE AND TAXIED TO THE ACTIVE RWY 23; COMPLETING ALL APPROPRIATE CHKLISTS. AGAIN; NO ABNORMALITIES WERE DISCOVERED DURING THIS 'FIRST FLT OF THE DAY' TAXI. SINCE IT WAS THE FO'S TKOF; I XFERRED CTLS AFTER AN INITIAL 'LINE-UP' AND CHKLIST ON THE CTRLINE. HE ADVANCED THE THRUST AND SUBSEQUENTLY STATED THAT 'HE HAD FULL L RUDDER' AS THE ACFT BEGAN TO ACCELERATE; R OF THE CTRLINE. I SAID 'MY CTLS' AND I GOT THE ACFT STRAIGHTENED AND BEGAN TO RETURN TO THE CTRLINE. I BELIEVE I USED TILLER FOR THIS. IT WAS MY DECISION TO CONTINUE THE TKOF BECAUSE I THOUGHT THE ACFT WAS RESPONDING TO MY INPUTS AS EXPECTED. ALTHOUGH I DO NOT REMEMBER STATING 'CONTINUE.' AT SOME POINT THEREAFTER; WE NOTICED THE THRUST WAS NOT 'SET' AND ADVANCED THE THRUST TO 'FLEX THRUST' (FROM MEMORY; I BELIEVE FROM 78% TO 85%). AT SOME POINT I THOUGHT HE WENT BACK FOR THE CTLS AND I THINK I CALLED 'MY CTLS.' I DID NOT WANT TO XFER CTLS DURING THE TKOF ROLL. WE ROTATED AND CLBED OUT WITHOUT DIFFICULTIES. I BELIEVE THERE WAS SOME 'STANDARD CALLS' THAT DID NOT OCCUR AS A RESULT OF THE SWITCH OF THE PF/PNF. AFTER THE INITIAL CLB; I XFERRED THE CTLS BACK TO THE FO. WHILE ENRTE; WE COMPLETED THE APPROPRIATE CHKLISTS. ALSO; DURING THE FLT WE ENCOUNTERED THE EFIS COMP MON CAUTION MESSAGE SEVERAL TIMES AND HAD TO CORRECT THE CAPT SIDE HDG. WE FLEW THE VOR RWY 13L INTO ZZZ1 AND THE FO MADE A GOOD LNDG. DURING THE LNDG ROLLOUT; WE HAD A STEERING INOP CAUTION MESSAGE. I SELECTED THE NOSEWHEEL STEERING SWITCH TO OFF AND THEN BACK TO ON. THE MESSAGE WENT AWAY AND THEN CAME BACK ON. I REPEATED THE SWITCH SEQUENCE AND THE MESSAGE REMAINED OFF. I CALLED 'MY CTLS' AT ABOUT 60 KTS. WE TAXIED TO THE RAMP WITHOUT DELAY OR FURTHER INCIDENT. I MADE NO MAINT 'WRITE-UPS' BECAUSE I ATTRIBUTED THE NOSEWHEEL STEERING MESSAGE TO THE TKOF IN ZZZ AND IT REMAINED OFF. FURTHERMORE; THE NOSEWHEEL STEERING SEEMED TO BE RESPONDING NORMALLY DURING THE PREVIOUS EVENING; THE TAXI TO THE RWY IN ZZZ AND THE TAXI TO THE GATE IN ZZZ1.

Data retrieved from NASA's ASRS site as of May 2009 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.