Narrative:

En route to cos. Prior to departure, WX indicated 1 mi snow showers and mist. Upon arrival, the WX was as forecast. During the loading/unloading of freight at intermediate stop, the WX deteriorated significantly. The snow stopped and ice/fog rolled in with the visibility going up and down, varying visibility of 1000-1600 ft RVR. Prior to pushback, we deiced and checked tower WX: runway 35L, 1600 ft RVR, runway 35R, 3000 ft RVR. Checking our operations specifications, a departure on runway 35L at 1600 ft RVR is legal. During taxi out, WX changed to 1200 ft RVR then to 1400 ft RVR. We stopped and rechked departure requirements. They indicated runway 35L without centerline lights needed 1600 ft RVR, runway 35R with centerline lights needed 1000 ft RVR. I looked at the block for runway 35R, saw 1000 ft RVR and centerline lights required and said 'we are ok for runway 35R' (realistically departing runway 35L.) the first officer agreed. I was the PF, first officer had less than 100 hours in type aircraft. I made the error in seeing what I wanted to see being tired. The first officer was new, flew the aircraft well but in hindsight, was unsure of operations specifications and not helpful when I made the mistake of quoting the figures/numbers for runway 35R. We began the engine runup for icing then began takeoff roll. At 100 KTS, V1 106/vr 124, I realized there was no centerline lights. The forward visibility was good, with all runway markings visible. An abort at this point would have been a second poor decision. The takeoff roll and takeoff were normal. After leveloff, I briefed the crew on what I thought had occurred. They both agreed after rereading the operations specifications several times. Incident due to fatigue, being tired and seeing what I needed and wanted to see for takeoff. Looked at figures for runway 35R, not runway 35L. Fatigue, inattn to detail, my error.

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Original NASA ASRS Text

Title: A B727 CARGO FLT PERFORMS A TKOF AT BELOW AUTH RVR WITH CTRLINE LIGHTS INOP FOR RWY 35 AT COS, CO.

Narrative: ENRTE TO COS. PRIOR TO DEP, WX INDICATED 1 MI SNOW SHOWERS AND MIST. UPON ARR, THE WX WAS AS FORECAST. DURING THE LOADING/UNLOADING OF FREIGHT AT INTERMEDIATE STOP, THE WX DETERIORATED SIGNIFICANTLY. THE SNOW STOPPED AND ICE/FOG ROLLED IN WITH THE VISIBILITY GOING UP AND DOWN, VARYING VISIBILITY OF 1000-1600 FT RVR. PRIOR TO PUSHBACK, WE DEICED AND CHKED TWR WX: RWY 35L, 1600 FT RVR, RWY 35R, 3000 FT RVR. CHKING OUR OPS SPECS, A DEP ON RWY 35L AT 1600 FT RVR IS LEGAL. DURING TAXI OUT, WX CHANGED TO 1200 FT RVR THEN TO 1400 FT RVR. WE STOPPED AND RECHKED DEP REQUIREMENTS. THEY INDICATED RWY 35L WITHOUT CTRLINE LIGHTS NEEDED 1600 FT RVR, RWY 35R WITH CTRLINE LIGHTS NEEDED 1000 FT RVR. I LOOKED AT THE BLOCK FOR RWY 35R, SAW 1000 FT RVR AND CTRLINE LIGHTS REQUIRED AND SAID 'WE ARE OK FOR RWY 35R' (REALISTICALLY DEPARTING RWY 35L.) THE FO AGREED. I WAS THE PF, FO HAD LESS THAN 100 HRS IN TYPE ACFT. I MADE THE ERROR IN SEEING WHAT I WANTED TO SEE BEING TIRED. THE FO WAS NEW, FLEW THE ACFT WELL BUT IN HINDSIGHT, WAS UNSURE OF OPS SPECS AND NOT HELPFUL WHEN I MADE THE MISTAKE OF QUOTING THE FIGURES/NUMBERS FOR RWY 35R. WE BEGAN THE ENG RUNUP FOR ICING THEN BEGAN TKOF ROLL. AT 100 KTS, V1 106/VR 124, I REALIZED THERE WAS NO CTRLINE LIGHTS. THE FORWARD VISIBILITY WAS GOOD, WITH ALL RWY MARKINGS VISIBLE. AN ABORT AT THIS POINT WOULD HAVE BEEN A SECOND POOR DECISION. THE TKOF ROLL AND TKOF WERE NORMAL. AFTER LEVELOFF, I BRIEFED THE CREW ON WHAT I THOUGHT HAD OCCURRED. THEY BOTH AGREED AFTER REREADING THE OPS SPECS SEVERAL TIMES. INCIDENT DUE TO FATIGUE, BEING TIRED AND SEEING WHAT I NEEDED AND WANTED TO SEE FOR TKOF. LOOKED AT FIGURES FOR RWY 35R, NOT RWY 35L. FATIGUE, INATTN TO DETAIL, MY ERROR.

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.