Narrative:

Briefed a departure for runway 19R with the tailwind penalty taken into consideration. During clearance delivery; tower offered 19R for departure. Called for taxi; tower announced an aircraft was on approach to 01L; so expect 01L for departure. Taxi clearance: 01L via D; cross 14. We completed the taxi checklist. First officer said 01L-D3 and 01L-D4 were available and listed in the atogs (allowable takeoff gross weights) as intersection departures. I asked him to check the numbers and be sure we were within the limits. We were good for mtow up to 28degC for 01L-D3. We requested D3 for departure and tower accepted. Crossing 14; tower asked if we were ready for immediate departure; we confirmed we were. Completed the takeoff checklist as we lined up on the runway and took-off as landing traffic was on final approach. It was at about 80 knots that I realized something wasn't right as we were about to enter the alternating red and white centerline lights. At this moment; I decided it would be more dangerous to attempt a high speed abort with such little runway remaining and elected to continue the takeoff. We rotated normally and climbed out normally; the rest of the flight was uneventful.upon reaching 10;000 feet; we started to discuss what happened and why the end of the runway came so quickly. I had my first officer check the atogs again and I confirmed with the printed version in the airplane; 01L-D3 is a valid entry. It wasn't until I cross-referenced the airport diagram that I understood the mistake. The data for 01L-D4 is most likely for 01L at D5 and the data for 01L-D3 is most likely for 01L at D4; based on the runway length remaining of 8320 and 6320; respectively. There's definitely a typo in the atogs regarding this performance data that needs to be removed first and foremost so no other crews attempt a takeoff from 01L at D3 and then corrected before being returned to circulation.when we returned to ict in the morning; we landed on 01L and slowed to taxi speed before D3 so as to determine; based on the runway distance remaining signs; how much length is actually remaining from D3 to the end of 01L. The 4000 feet remaining sign is posted just south of D3; maybe 100 feet or less; so best guess is 3900 feet remaining from D3. This cemented the fact; in my mind; that the ATOG data for the intersection departures in ict is incorrect. The safest thing to do at this point is use full-length in ict until the atogs can be corrected. In addition; anytime I consider taking an intersection departure; I will double-check the length section of the atogs and compare it to the airport diagram.

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Original NASA ASRS Text

Title: Air carrier Captain realized after takeoff on ICT Runway 1L; with minimum runway length remaining; that the runway takeoff data for Runway 1L intersection departures is incorrect.

Narrative: Briefed a departure for Runway 19R with the tailwind penalty taken into consideration. During clearance delivery; Tower offered 19R for departure. Called for taxi; Tower announced an aircraft was on approach to 01L; so expect 01L for departure. Taxi clearance: 01L via D; cross 14. We completed the Taxi Checklist. First Officer said 01L-D3 and 01L-D4 were available and listed in the ATOGs (Allowable Takeoff Gross Weights) as intersection departures. I asked him to check the numbers and be sure we were within the limits. We were good for MTOW up to 28degC for 01L-D3. We requested D3 for departure and Tower accepted. Crossing 14; Tower asked if we were ready for immediate departure; we confirmed we were. Completed the Takeoff Checklist as we lined up on the runway and took-off as landing traffic was on final approach. It was at about 80 knots that I realized something wasn't right as we were about to enter the alternating red and white centerline lights. At this moment; I decided it would be more dangerous to attempt a high speed abort with such little runway remaining and elected to continue the takeoff. We rotated normally and climbed out normally; the rest of the flight was uneventful.Upon reaching 10;000 feet; we started to discuss what happened and why the end of the runway came so quickly. I had my First Officer check the ATOGs again and I confirmed with the printed version in the airplane; 01L-D3 is a valid entry. It wasn't until I cross-referenced the Airport Diagram that I understood the mistake. The data for 01L-D4 is most likely for 01L at D5 and the data for 01L-D3 is most likely for 01L at D4; based on the Runway Length Remaining of 8320 and 6320; respectively. There's definitely a typo in the ATOGs regarding this performance data that needs to be removed first and foremost so no other crews attempt a takeoff from 01L at D3 and then corrected before being returned to circulation.When we returned to ICT in the morning; we landed on 01L and slowed to taxi speed before D3 so as to determine; based on the Runway Distance Remaining Signs; how much length is actually remaining from D3 to the end of 01L. The 4000 feet remaining sign is posted just south of D3; maybe 100 feet or less; so best guess is 3900 feet remaining from D3. This cemented the fact; in my mind; that the ATOG data for the intersection departures in ICT is incorrect. The safest thing to do at this point is use full-length in ICT until the ATOGs can be corrected. In addition; anytime I consider taking an intersection departure; I will double-check the Length section of the ATOGs and compare it to the Airport Diagram.

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.