Date: 201509
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: VMC
Light: Daylight
Aircraft: A321
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Airspace: Class B ORD
ATC / advisory: Tower ORD
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors
Primary problem: Human Factors

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.


Second narrative: The event occurred because of being rushed during the taxi to the runway; starting the engines as well as checklist and radio ground work. I did not verify the Vspeeds with the active runway in use.


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