CRJ-200 FLT CREW HAS ANNUNCIATORS SHOW INDICATED AIRSPD; MACH TRIM; TEMP AND VSI MALFUNCTION ON THE CAPT'S SIDE. FLT CREW SWITCHES CTL TO FO SIDE OF COCKPIT AND CONTINUE.

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AT ALT WITH CAPT FLYING; WE RECEIVED EFIS COMPARATOR MONITOR FOR INDICATED AIRSPD. WE NOTED THE DIFFERENCE IN INDICATED AIRSPD AND THE MESSAGE CLRED AND REAPPEARED SEVERAL TIMES. SHORTLY; ATC GAVE A DSCNT OF ABOUT 2000 FT. IN THE DSCNT; WE NOTED THAT FO'S SIDE SHOWED APPROPRIATE INCREASE IN INDICATED AIRSPD AS THE DSCNT WAS INITIATED WITHOUT A THRUST REDUCTION. THE CAPT'S SIDE SHOWED A DECREASE IN INDICATED AIRSPD AT THE SAME TIME. WE SWITCHED CTL ON THE FCP AND XPONDER AND I BECAME PF. DURING THE MULTIPLE STEPDOWNS WE RECEIVED FROM ATC; THE INDICATED AIRSPD BECAME AN INCREASINGLY GREATER DIFFERENCE. ALSO; WE RECEIVED 'TEMP MISCOMPARE' ON THE FMS MESSAGE LINE AND THE MACH TRIM CAUTION MESSAGE CAME ON AND WOULD NOT CLEAR. WE RECEIVED A CROSSING RESTRICTION FROM ATC THAT WOULD REQUIRE A LARGE VSI TO MEET. AS SOON AS THE DSCNT WAS INITIATED; THE YOKE BEGAN TO OSCILLATE AT A RATE WE THOUGHT EXCESSIVE. WE DECREASED THE RATE OF DSCNT AND NOTIFIED ATC WE COULD NOT COMPLY WITH THE CROSS. THE LOWER WE DSNDED THE INFO ON CAPT'S PFO AGREED AGAIN WITH FO'S SIDE. ON THE APCH AND THE ROLLOUT THE SPDS WERE ONCE AGAIN OFF BY 10-15 KIAS. AT THE GATE IN JAX; THE MECH SAID THERE WAS WATER DROPPING FROM THE CAPT'S ADC. AS WE WAITED TO HEAR FROM MAINT IF THEY COULD FIX THE PROB. WE BEGAN BRAINSTORMING ABOUT THE INCIDENT. THE CAPT SAID THAT ON THE TKOF ROLL MY '100 KTS' CALL WAS MADE WHEN HIS AIRSPD INDICATED ONLY 90 KTS. THIS STARTED ME THINKING THAT ON THE LEG BEFORE FROM YUL-LGA THE CAPT CALLED '100 KTS' LATE AND ALSO ON THE LNDG ROLL HIS '70 KTS' CALL WAS WAY EARLY. SINCE I FLEW FROM YUL-LGA AND WE WERE NOT AS HIGH; WE DID NOT RECOGNIZE A PROB. AFTER IT HAPPENED WITH CAPT AS PF; I STARTED THINKING ABOUT THE PRIOR LEG. APPARENTLY THE ACFT WAS DELAYED IN CVG DUE TO HVY RAIN. THE ACFT FLEW TO YUL AND WAS SHUT DOWN APPROX 10 MINS BTWN CREWS.