WRONG RWY TKOF.

Narrative

BAD WX; INEXPERIENCED FO AND A CAPT NOT TAKING THE TIME TO CHK EVERYTHING BEFORE TKOF. I HAVE BEEN FLYING WITH VERY EXPERIENCED FO'S THE LAST 2 YRS AND HAD BECOME ACCUSTOMED TO RELYING ON THEM TO MAKE SURE THE ACCULOAD FOR TKOF WAS RIGHT. THIS TRIP; I HAD AN FO THAT WAS NEW TO ACFT; NOT ALL THAT COMFORTABLE IN SEAT (325 HRS) AND WAS NOT USED TO BAD WX. UPON TAXI-OUT; THE RWY HAD CHANGED FROM RWY 23 TO RWY 5. THE ACCULOAD WAS FOR RWY 23L. THE TAXI INSTRUCTION WAS TO RWY 5L; HOLD SHORT OF RWY 5R; WHICH I DID. DURING THIS TIME; I WAS COORDINATING WITH DISPATCH FOR A TKOF ALT; WHICH BECAME NECESSARY AFTER PUSHBACK. CLRNC ON TO RWY 5L WAS GIVEN AND TKOF CLRNC WAS GIVEN. TKOF ROLL WAS INITIATED AND AT 100 KTS IT WAS APPARENT THE ACFT PERFORMANCE WAS NOT AS EXPECTED. THE THROTTLES WERE RECHKED TO MAX PWR AND TKOF CONTINUED. AT V1 WE WERE APCHING 3000 FT LEFT ON THE RWY. BY THE TIME ROTATION WAS MADE AND AIRBORNE; WE HAD APPROX 1500- 2000 FT OF RWY REMAINING. AFTER TKOF; I ASKED FOR THE ACCULOAD TO CHK WT AND RWY DATA. IT WAS THEN APPARENT I HAD USED THE WRONG RWY. THE DATA WAS FOR RWY 23L AND NOT FOR RWY 5R; WHICH WAS THE ACTIVE RWY. I SHOULD HAVE USED RWY 5R AS IT WAS 1800 FT LONGER THAN RWY 5L. WE ALSO WERE NOT GIVEN RWY DATA TO CHK TO SEE IF WE WERE ABLE TO USE RWY 5L. THE BOTTOM LINE IS THAT DEPENDING HEAVILY ON YOUR FO HAS TO BE TEMPERED WITH HIS OR HER EXPERIENCE. IT IS ALSO NECESSARY TO CHK ALL DOCUMENTATION YOURSELF TO INSURE COMPLIANCE WITH ACFT PERFORMANCE AND CORRECT INFO ON THE ACCULOAD GIVEN.