Narrative:

Before starting this report; I highly recommend that this be a topic of discussion during ground school and or sim. While first officer (first officer) was doing the preflight inspection; I was going through my cockpit setup and flow. I received the ATIS which showed rwys 22L; 9R and 9L and 10L in use. I set 22L in the mcdu for the planned rwy and briefed it when doing the route verification; planned taxi route and engine failure procedure. As I always do; I made sure the [takeoff performance data] was included in the release. After all checklist and engine start was completed; we started a single engine taxi to the top of the ally. [The first officer] wanted to start engine 2 to reduce the workload while taxiing; so before joining bravo; we started engine 2. He then proceeded to do the after start flow and then turned his attention to the [performance data] for inputting the takeoff data. [The first officer] had selected flaps 1 for departure and the V speeds shown on the [takeoff performance data]. The problem was incorrect data was used. For reasons he said he can't explain; he input rwy 10L data without checking to see if it was for the correct rwy. As for me; I didn't check the [performance data] to see if rwy 22L was included; which it wasn't. When [our company] started using the new [takeoff performance data] and closeout; I was very diligent in making sure the correct rwy and temp matched the ATIS and getting a revised ACARS [performance data] when needed. But since our first officers are sharp and spot on in reviewing the [performance data]; I let my guard down and missed a very critical phase of flight. As mentioned above; I never had an issue with any first officer not selecting the correct takeoff information so I had become complacent in not double checking the data. After giving this a lot of thought; I think [takeoff performance data] verified (rwy) [should be added] to the taxi checklist. That would require both pilots to check the [performance data] one more time to insure the data is correct. Also; during the loft portion of initial and recurrent; when a rwy change is given during taxi; the check airman should emphasize the need to double check the [performance data] by the captain; if he or she didn't do so. I will never take for granted ever again that the [performance data] input is correct. Although we work as a team and have a certain amount of trust in each other's capabilities; that doesn't insure we won't have an off day. And that can have very dire consequences.

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Original NASA ASRS Text

Title: A321 flight crew reported they took off with incorrect data in the computer.

Narrative: Before starting this report; I HIGHLY recommend that this be a topic of discussion during ground school and or sim. While F/O (First Officer) was doing the preflight inspection; I was going through my cockpit setup and flow. I received the ATIS which showed rwys 22L; 9R and 9L and 10L in use. I set 22L in the MCDU for the planned rwy and briefed it when doing the route verification; planned taxi route and engine failure procedure. As I always do; I made sure the [takeoff performance data] was included in the release. After all checklist and engine start was completed; we started a single engine taxi to the top of the ally. [The First Officer] wanted to start engine 2 to reduce the workload while taxiing; so before joining Bravo; we started engine 2. He then proceeded to do the after start flow and then turned his attention to the [performance data] for inputting the takeoff data. [The First Officer] had selected flaps 1 for departure and the V speeds shown on the [takeoff performance data]. The problem was incorrect data was used. For reasons he said he can't explain; he input rwy 10L data without checking to see if it was for the correct rwy. As for me; I didn't check the [performance data] to see if rwy 22L was included; which it wasn't. When [our company] started using the new [takeoff performance data] and Closeout; I was very diligent in making sure the correct rwy and temp matched the ATIS and getting a revised ACARS [performance data] when needed. But since our First Officers are sharp and spot on in reviewing the [performance data]; I let my guard down and missed a very critical phase of flight. As mentioned above; I never had an issue with any First Officer not selecting the correct takeoff information so I HAD become complacent in not double checking the data. After giving this a lot of thought; I think [takeoff performance data] verified (rwy) [should be added] to the taxi checklist. That would require BOTH pilots to check the [performance data] one more time to insure the data is correct. Also; during the LOFT portion of initial and recurrent; when a rwy change is given during taxi; the Check Airman should emphasize the need to double check the [performance data] by the Captain; if he or she didn't do so. I will NEVER take for granted ever again that the [performance data] input is correct. Although we work as a team and have a certain amount of trust in each other's capabilities; that doesn't insure we won't have an off day. And that can have very dire consequences.

Data retrieved from NASA's ASRS site 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.