Narrative:

The aircraft operated dal-hou with anti-skid system inoperative, all west/O incident or problem. We had planned to use another aircraft for the last leg hou-hrl, but at the last minute (:10 before hou arrival) the alternative aircraft was unavailable, and we had to use the original aircraft with the inoperative anti-skid. I issued a new release with a revised ATOG weight, and after I sent it, I noticed that I had sent the wrong data/flap setting. I contacted the crew directly and we discussed the corrections, and I amended the release. Due to the runway length at this airport (7602'), and V1 penalties of the anti-skid, vmag becomes critical, as we require a 7900' runway to move an adjusted V1 to vmag. The crew and I were all aware of this, and our calculations indicated that adjusted V1 equalled vmag (111 KTS), and there was no problem, for this particular operational situation. I reviewed my calculations a few days later, and it turned out that the 111 KT vmag was valid up to 60 degrees F, and decreased with increasing temperature. It's a minor point, but the correct vmag for the released 70 degrees F should have been 110.25 KTS, so I was legally wrong for not noticing and challenging the crew's figures.

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Original NASA ASRS Text

Title: ACR MLG USED THE WRONG V-SPEEDS FOR TKOF WITH ANTISKID INOP.

Narrative: THE ACFT OPERATED DAL-HOU WITH ANTI-SKID SYS INOP, ALL W/O INCIDENT OR PROB. WE HAD PLANNED TO USE ANOTHER ACFT FOR THE LAST LEG HOU-HRL, BUT AT THE LAST MINUTE (:10 BEFORE HOU ARR) THE ALTERNATIVE ACFT WAS UNAVAILABLE, AND WE HAD TO USE THE ORIGINAL ACFT WITH THE INOP ANTI-SKID. I ISSUED A NEW RELEASE WITH A REVISED ATOG WT, AND AFTER I SENT IT, I NOTICED THAT I HAD SENT THE WRONG DATA/FLAP SETTING. I CONTACTED THE CREW DIRECTLY AND WE DISCUSSED THE CORRECTIONS, AND I AMENDED THE RELEASE. DUE TO THE RWY LENGTH AT THIS ARPT (7602'), AND V1 PENALTIES OF THE ANTI-SKID, VMAG BECOMES CRITICAL, AS WE REQUIRE A 7900' RWY TO MOVE AN ADJUSTED V1 TO VMAG. THE CREW AND I WERE ALL AWARE OF THIS, AND OUR CALCULATIONS INDICATED THAT ADJUSTED V1 EQUALLED VMAG (111 KTS), AND THERE WAS NO PROB, FOR THIS PARTICULAR OPERATIONAL SITUATION. I REVIEWED MY CALCULATIONS A FEW DAYS LATER, AND IT TURNED OUT THAT THE 111 KT VMAG WAS VALID UP TO 60 DEGS F, AND DECREASED WITH INCREASING TEMP. IT'S A MINOR POINT, BUT THE CORRECT VMAG FOR THE RELEASED 70 DEGS F SHOULD HAVE BEEN 110.25 KTS, SO I WAS LEGALLY WRONG FOR NOT NOTICING AND CHALLENGING THE CREW'S FIGURES.

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.