Date: 201602
Local time of day: 1801-2400
Location: ICT.Airport, KS
Flight conditions: VMC
Light: Night
Aircraft: Medium Transport; High Wing; 2 Turboprop Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Takeoff / Launch
ATC / advisory: Tower ICT
Aircraft component: Other Documentation
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Confusion; Situational Awareness; Workload; Troubleshooting
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Contributing factors: Manuals; Chart Or Publication; Human Factors
Primary problem: Chart Or Publication

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.




Synopsis: 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.