Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Human-Machine Interface; Confusion; Workload
Aircraft Equipment Problem Less Severe
Air Traffic Control Issued New Clearance; Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Aircraft; Airport
First Officer was the pilot flying; I was the pilot not flying. Immediately after rotation we had a single chime accompanied by an 'EFIS COMP MON' caution message. We had taken off Runway 30R; and been given an instruction to fly heading 315. As I was assessing the situation; I saw that the First Officer was turning left to the position of the heading bug on his PFD. My heading bug showed; and logic informed me; that we needed to turn right for a heading of 315. At this point I requested and was given control of the aircraft from the First Officer; as my instrumentation seemed to be correct. We continued to receive a number of heading changes and altitude assignments in a short period of time; so it took a while to verify the proper heading by cross-checking all instruments including the compass. Once on an FMS course; we were able to correct the malfunction; and aircraft control was transferred back to the First Officer. ATC never queried our heading; and we were too busy trying to verify the instrumentation while complying with heading and altitude changes; to inform ATC of the malfunction. Once on course; the flight continued normally. This caution message occurs frequently while operating on the ground in MSP. However; this was the worst error I have seen to date. The time it took to correct was lengthened by the number of additional heading changes we received in a short time period after takeoff. While I think mandating that all takeoffs from MSP be performed in 'DG' mode would be an overreaction; it would probably have prevented the problem. Otherwise; I don't see how we could have avoided this occurrence.
A CRJ200 departed MSP Runway 30R and at rotation CAS alerted EFIS COMP MON; which the crew corrected enroute.