Narrative:

Cleared by boi tower into position and hold 10R, to advise when in position. With all checklists complete we taxied into position and advised. Attempted engine runup for anti-icing but aircraft slid, so retarded power (temperature 26 degrees F, light snow, visibility 3/4-1 mi). When cleared for takeoff by boi tower aircraft turned over to first officer for takeoff. Plan was to hold aircraft back as much as possible with brakes to provide as much anti-icing as possible for a few seconds. But, as power came up, aircraft began to move rapidly. Also slight drift to right side of runway begins. Directional control is regained by both first officer and myself. He by rudder steering and I by nose wheel inputs. At 80 KTS acceleration seemed slow and was so called, but then acceleration became normal and seemed normal through rest of takeoff roll. At about 100 KTS decision that we could no longer stop on runway was made and called out. Lift off was about 1500' from end of runway. Lift off and climb out were normal. Recycled landing gear at 12000' as anti skid lights were on. I was unable to find any reason for this, so assumed possible snow or snow damage. With this done climb continued to 17000'. Approaching 17000' reclred by salt lake center to FL230. Also advised rubber found on runway at boi believed to be from our aircraft. I advised our company of this as well as requesting 17L at den, as well as emergency equipment. I advised the F/a this time. By this time we have been reclred to FL280 and are now level. Thing had quieted down now and I resurveyed the cockpit. This time I found that the parking is set and the rev light is on. This explained the anti skid lights on with gear handle off. A fly by den tower was done. Landing with 40 degrees flaps and approach speed of 122 KTS was performed. Landing normal except for vibration from flat spots on all 4 main gear tires. No flat tires. No injuries. Cleared by company personnel to taxi with passenger to terminal to deplane. No damage to aircraft. Supplemental information from acn 102691: we were cleared to taxi to runway 10R. Taxiway lima had been swept to a point even with 10L but the entrance to 10R and the departure end of 10R had not been prepared. We initially didn't recognize 10R and taxied across and had to make a 180 degree turn back onto the runway. Transfer of control may have been a factor in that the captain attempt to runup an engine the aircraft slid was stopped not completely aligned with centerline. Control was then transferred to the first officer. When the takeoff was started both pilots made inputs to correct to centerline. I did not know until discussions later about his inputs.

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Original NASA ASRS Text

Title: ACR MLG TKOF ON SLICK RWY WITH PARKING BRAKE PARKED.

Narrative: CLRED BY BOI TWR INTO POS AND HOLD 10R, TO ADVISE WHEN IN POS. WITH ALL CHKLISTS COMPLETE WE TAXIED INTO POS AND ADVISED. ATTEMPTED ENG RUNUP FOR ANTI-ICING BUT ACFT SLID, SO RETARDED PWR (TEMP 26 DEGS F, LIGHT SNOW, VISIBILITY 3/4-1 MI). WHEN CLRED FOR TKOF BY BOI TWR ACFT TURNED OVER TO F/O FOR TKOF. PLAN WAS TO HOLD ACFT BACK AS MUCH AS POSSIBLE WITH BRAKES TO PROVIDE AS MUCH ANTI-ICING AS POSSIBLE FOR A FEW SECS. BUT, AS PWR CAME UP, ACFT BEGAN TO MOVE RAPIDLY. ALSO SLIGHT DRIFT TO RIGHT SIDE OF RWY BEGINS. DIRECTIONAL CTL IS REGAINED BY BOTH F/O AND MYSELF. HE BY RUDDER STEERING AND I BY NOSE WHEEL INPUTS. AT 80 KTS ACCELERATION SEEMED SLOW AND WAS SO CALLED, BUT THEN ACCELERATION BECAME NORMAL AND SEEMED NORMAL THROUGH REST OF TKOF ROLL. AT ABOUT 100 KTS DECISION THAT WE COULD NO LONGER STOP ON RWY WAS MADE AND CALLED OUT. LIFT OFF WAS ABOUT 1500' FROM END OF RWY. LIFT OFF AND CLBOUT WERE NORMAL. RECYCLED LNDG GEAR AT 12000' AS ANTI SKID LIGHTS WERE ON. I WAS UNABLE TO FIND ANY REASON FOR THIS, SO ASSUMED POSSIBLE SNOW OR SNOW DAMAGE. WITH THIS DONE CLB CONTINUED TO 17000'. APCHING 17000' RECLRED BY SALT LAKE CENTER TO FL230. ALSO ADVISED RUBBER FOUND ON RWY AT BOI BELIEVED TO BE FROM OUR ACFT. I ADVISED OUR COMPANY OF THIS AS WELL AS REQUESTING 17L AT DEN, AS WELL AS EMER EQUIP. I ADVISED THE F/A THIS TIME. BY THIS TIME WE HAVE BEEN RECLRED TO FL280 AND ARE NOW LEVEL. THING HAD QUIETED DOWN NOW AND I RESURVEYED THE COCKPIT. THIS TIME I FOUND THAT THE PARKING IS SET AND THE REV LIGHT IS ON. THIS EXPLAINED THE ANTI SKID LIGHTS ON WITH GEAR HANDLE OFF. A FLY BY DEN TWR WAS DONE. LNDG WITH 40 DEGS FLAPS AND APCH SPD OF 122 KTS WAS PERFORMED. LNDG NORMAL EXCEPT FOR VIBRATION FROM FLAT SPOTS ON ALL 4 MAIN GEAR TIRES. NO FLAT TIRES. NO INJURIES. CLRED BY COMPANY PERSONNEL TO TAXI WITH PAX TO TERMINAL TO DEPLANE. NO DAMAGE TO ACFT. SUPPLEMENTAL INFO FROM ACN 102691: WE WERE CLRED TO TAXI TO RWY 10R. TXWY LIMA HAD BEEN SWEPT TO A POINT EVEN WITH 10L BUT THE ENTRANCE TO 10R AND THE DEP END OF 10R HAD NOT BEEN PREPARED. WE INITIALLY DIDN'T RECOGNIZE 10R AND TAXIED ACROSS AND HAD TO MAKE A 180 DEG TURN BACK ONTO THE RWY. TRANSFER OF CONTROL MAY HAVE BEEN A FACTOR IN THAT THE CAPT ATTEMPT TO RUNUP AN ENG THE ACFT SLID WAS STOPPED NOT COMPLETELY ALIGNED WITH CENTERLINE. CONTROL WAS THEN TRANSFERRED TO THE F/O. WHEN THE TKOF WAS STARTED BOTH PLTS MADE INPUTS TO CORRECT TO CENTERLINE. I DID NOT KNOW UNTIL DISCUSSIONS LATER ABOUT HIS INPUTS.

Data retrieved from NASA's ASRS site as of August 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.