EMB ERJ 145 ER/LR
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Communication Breakdown
Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Human Factors
On takeoff roll; when the speed bugs began appearing on the speed tape (after the 80 knot cross-check); I realized that we had the landing speeds still set (instead of takeoff speeds). At this point we were well into the takeoff roll on a wet runway in gusty conditions. I decided it would be more dangerous to attempt an abort than to continue. I called rotate around 140.  After leveling off; I looked to the ACARS to see what the actual speeds were and there was no takeoff data available to view. I asked the First Officer (FO) if the W&B was sent and he said he was 'pretty sure he had sent it' but wasn't positive. I'm suspecting that either it was sent but never replied (we'd had off and on issues during the day where ACARS wouldn't respond; or would respond to certain things but not others; like it'd initialize; but not respond immediately with an ATIS) or we populated the appropriate areas but never hit 'send'. On the earlier flight; we had sent the W&B a couple of times and it wouldn't respond initially. I checked the frequency the ACARS was using and selected 'default'; and at that time; 3 sets of takeoff data returned over the next couple of minutes.  We contacted dispatch (via ACARS) and asked if they had received our W&B and we were told they hadn't. I presumed at that point that we never sent it. We attempted to see if we could now send the W&B; however; as suspected; that area isn't available in flight (I wasn't sure if it still would be if the W&B was never sent). We started with the process of having the dispatcher tell us the current Zero Fuel Weight (ZFW) so we can calculate our landing speeds; however; we ended up determining it on our own using the BOW off the paperwork and using actual passengers + baggage numbers.After landing; the ACARS W&B page now showed the takeoff W&B options; and we sent it at that point; so the W&B would at least be on file for the flight.  The two UAS (unwanted aircraft states) were the un-sent W&B and the wrong speeds set for takeoff.  The threats were the weather (the altimeter was very low and gusts and rain were increasing and moving in); time constraints; and multiple operations (the station had another aircraft they were also dealing with). Internally; the threat was allowing myself to get 'rushed' to where I was making mistakes and not giving the checklist full focus...'seeing what I expected to see'.  The best time to trap that error was during the running of the checklist. I need to slow down and give the checklist it's due attention. I believe at 'takeoff data and speeds'; I glanced at the MFD; saw speeds populated in the boxes; and said 'checked' without looking intently at those speeds to ask myself whether they made sense (something I'm sure I'm going to be quite vigilant about moving forward). Even at a glance; my first clue would be the first number being quite high (160 in lieu of 130 or so); which should 'jump out' at me that the speeds are landing speeds.  I also believe that we did fail to send the W&B; because I usually find myself setting the speeds when the message appears that the takeoff data has been received. I shouldn't use this as my cue; because it does open the door to situations where the message doesn't appear (if the W&B was forgotten or ACARS doesn't respond) that the speeds will be missed. It also wouldn't hurt to take a second look at the speeds when taking the runway for departure.
Regional jet Captain took off with landing bug speeds set due to not having sent and received the weight and balance data.