Narrative:

We were to depart atl runway 26L by the GEETK6 RNAV departure. Due to RNAV required precision; we verified proper runway and procedure loaded into gfms. We had previously briefed that; to enhance precision; we would engage 'navigation' at 400 AGL and the autopilot at 500 AGL per the company recommended procedure. All of this was also specified in the SID. The procedure must be flown as charted and the navigation equipment engaged as soon as possible; unless an initial heading is issued by tower. Also note; at the time of takeoff the surface winds were 350-15g20; the result of a strong low pressure system ene of atl. Unknown to us at the time; winds at 500 AGL were approximate 350/50. No initial headings were issued by the tower.after liftoff; the aircraft weather vaned into wind as expected. As briefed; 'navigation' was selected immediately at 400 AGL; and; the autopilot was engaged at 500 AGL. Upon autopilot engagement; the aircraft immediately banked left to a 272 degree heading which is the first portion of the RNAV procedure. At this time; I noticed that the wind vector showed 350/50. The CDI was showing the aircraft was exactly on the desired track; and; the FMA annunciated 'navigation cap'. Shortly afterwards; the aircraft started banking right to what I believe was to intercept the 285 degree course to the RNAV waypoint 'snufy.' the final bank angle obtained was 25 degrees; and also the FMA then annunciated 'navigation trk'.after passing 1;000 AGL; tower advised us that we were left of course and asked if we were going direct to snufy. I acknowledged we were going direct to snufy; but we were experiencing a 50 KT direct crosswind and our navigation unit was correcting. Again; it is important to note; the aircraft was already in almost a 30 degree bank. Because snufy is an RNAV waypoint; the gfms is calculating the required intercept; track and position of snufy. The flight crew has no other way to verify snufy's location or the desired 285 degree course to snufy that is the exact RNAV procedure.on climbout; departure control advised us to call atl tower upon arrival; which we did. During the telephone call; I was advised that a 'pilot deviation' and an RNAV anomaly were being filed. I asked the extent of our deviation from the desired track? The supervisor did not know. I also asked why the tower was not issuing departure headings due to the strong crosswinds aloft? I was told that atl does not; under almost any circumstances; issue initial departure headings.I feel my first officer and I performed exactly per the company procedures; and that we did everything correctly. I question again why ATC was not issuing initial departure headings based on the current meteorological conditions that evidently exceeded the equipment capabilities of our aircraft's autoflight system.

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Original NASA ASRS Text

Title: An MD80 flight crew; utilizing company procedures and complying with the requirement to fly a 272 degree heading after takeoff while departing ATL Runway 26L on the GEETK RNAV SID with strong northerly crosswinds; was accused by the Tower of not complying with the track requirements and was threatened with a track deviation.

Narrative: We were to depart ATL Runway 26L by the GEETK6 RNAV departure. Due to RNAV required precision; we verified proper runway and procedure loaded into GFMS. We had previously briefed that; to enhance precision; we would engage 'NAV' at 400 AGL and the autopilot at 500 AGL per the company recommended procedure. All of this was also specified in the SID. The procedure must be flown as charted and the navigation equipment engaged as soon as possible; unless an initial heading is issued by Tower. Also note; at the time of takeoff the surface winds were 350-15G20; the result of a strong low pressure system ENE of ATL. Unknown to us at the time; winds at 500 AGL were approximate 350/50. No initial headings were issued by the Tower.After liftoff; the aircraft weather vaned into wind as expected. As briefed; 'NAV' was selected immediately at 400 AGL; and; the autopilot was engaged at 500 AGL. Upon autopilot engagement; the aircraft immediately banked left to a 272 degree heading which is the first portion of the RNAV procedure. At this time; I noticed that the wind vector showed 350/50. The CDI was showing the aircraft was exactly on the desired track; and; the FMA annunciated 'NAV CAP'. Shortly afterwards; the aircraft started banking right to what I believe was to intercept the 285 degree course to the RNAV waypoint 'SNUFY.' The final bank angle obtained was 25 degrees; and also the FMA then annunciated 'NAV TRK'.After passing 1;000 AGL; Tower advised us that we were left of course and asked if we were going direct to SNUFY. I acknowledged we were going direct to SNUFY; but we were experiencing a 50 KT direct crosswind and our navigation unit was correcting. Again; it is important to note; the aircraft was already in almost a 30 degree bank. Because SNUFY is an RNAV waypoint; the GFMS is calculating the required intercept; track and position of SNUFY. The flight crew has no other way to verify SNUFY's location or the desired 285 degree course to SNUFY that is the exact RNAV procedure.On climbout; Departure Control advised us to call ATL Tower upon arrival; which we did. During the telephone call; I was advised that a 'Pilot Deviation' and an RNAV anomaly were being filed. I asked the extent of our deviation from the desired track? The Supervisor did not know. I also asked why the Tower was not issuing departure headings due to the strong crosswinds aloft? I was told that ATL does not; under almost any circumstances; issue initial departure headings.I feel my First Officer and I performed exactly per the company procedures; and that we did everything correctly. I question again why ATC was not issuing initial departure headings based on the current meteorological conditions that evidently exceeded the equipment capabilities of our aircraft's autoflight system.

Data retrieved from NASA's ASRS site as of April 2012 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.