Narrative:

Bad WX, inexperienced first officer and a captain not taking the time to check everything before takeoff. I have been flying with very experienced first officer's the last 2 yrs and had become accustomed to relying on them to make sure the accuload for takeoff was right. This trip, I had an first officer that was new to aircraft, not all that comfortable in seat (325 hours) and was not used to bad WX. Upon taxi-out, the runway had changed from runway 23 to runway 5. The accuload was for runway 23L. The taxi instruction was to runway 5L, hold short of runway 5R, which I did. During this time, I was coordinating with dispatch for a takeoff altitude, which became necessary after pushback. Clearance on to runway 5L was given and takeoff clearance was given. Takeoff roll was initiated and at 100 KTS it was apparent the aircraft performance was not as expected. The throttles were rechked to maximum power and takeoff continued. At V1 we were approaching 3000 ft left on the runway. By the time rotation was made and airborne, we had approximately 1500- 2000 ft of runway remaining. After takeoff, I asked for the accuload to check weight and runway data. It was then apparent I had used the wrong runway. The data was for runway 23L and not for runway 5R, which was the active runway. I should have used runway 5R as it was 1800 ft longer than runway 5L. We also were not given runway data to check to see if we were able to use runway 5L. The bottom line is that depending heavily on your first officer has to be tempered with his or her experience. It is also necessary to check all documentation yourself to insure compliance with aircraft performance and correct information on the accuload given.

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Original NASA ASRS Text

Title: WRONG RWY TKOF.

Narrative: BAD WX, INEXPERIENCED FO AND A CAPT NOT TAKING THE TIME TO CHK EVERYTHING BEFORE TKOF. I HAVE BEEN FLYING WITH VERY EXPERIENCED FO'S THE LAST 2 YRS AND HAD BECOME ACCUSTOMED TO RELYING ON THEM TO MAKE SURE THE ACCULOAD FOR TKOF WAS RIGHT. THIS TRIP, I HAD AN FO THAT WAS NEW TO ACFT, NOT ALL THAT COMFORTABLE IN SEAT (325 HRS) AND WAS NOT USED TO BAD WX. UPON TAXI-OUT, THE RWY HAD CHANGED FROM RWY 23 TO RWY 5. THE ACCULOAD WAS FOR RWY 23L. THE TAXI INSTRUCTION WAS TO RWY 5L, HOLD SHORT OF RWY 5R, WHICH I DID. DURING THIS TIME, I WAS COORDINATING WITH DISPATCH FOR A TKOF ALT, WHICH BECAME NECESSARY AFTER PUSHBACK. CLRNC ON TO RWY 5L WAS GIVEN AND TKOF CLRNC WAS GIVEN. TKOF ROLL WAS INITIATED AND AT 100 KTS IT WAS APPARENT THE ACFT PERFORMANCE WAS NOT AS EXPECTED. THE THROTTLES WERE RECHKED TO MAX PWR AND TKOF CONTINUED. AT V1 WE WERE APCHING 3000 FT LEFT ON THE RWY. BY THE TIME ROTATION WAS MADE AND AIRBORNE, WE HAD APPROX 1500- 2000 FT OF RWY REMAINING. AFTER TKOF, I ASKED FOR THE ACCULOAD TO CHK WT AND RWY DATA. IT WAS THEN APPARENT I HAD USED THE WRONG RWY. THE DATA WAS FOR RWY 23L AND NOT FOR RWY 5R, WHICH WAS THE ACTIVE RWY. I SHOULD HAVE USED RWY 5R AS IT WAS 1800 FT LONGER THAN RWY 5L. WE ALSO WERE NOT GIVEN RWY DATA TO CHK TO SEE IF WE WERE ABLE TO USE RWY 5L. THE BOTTOM LINE IS THAT DEPENDING HEAVILY ON YOUR FO HAS TO BE TEMPERED WITH HIS OR HER EXPERIENCE. IT IS ALSO NECESSARY TO CHK ALL DOCUMENTATION YOURSELF TO INSURE COMPLIANCE WITH ACFT PERFORMANCE AND CORRECT INFO ON THE ACCULOAD GIVEN.

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.