I understand all you are saying. It's just can't be correct however.I watch SWA everyday takeoff from this runway in 90

When I wiggled the throttles on the quadrant, the power "boosted" and my speed jumped up and I made it off. Either something is wrong with the thrust in the settings or my throttle quadrant (which is fairly new) needs to be readjusted (as mentioned before) in FSUIPC. I haven't gotten to that yet.

Few more thoughts...Have you installed the CH control manager and recalibrated using it's calibration function? If not, in my experiences, the CH devices will not work properly.Next, if your using the AFDS to set the autothrottles to takeoff thrust, then wiggling should have no effect so it doesn't sound like everything is set up properly. As mentioned, a screen shot would be very helpful.

if the instruments on your PMDG are showing the takeoff setting, that should be it as far as thrust, and 180 Knots is an insane VR, you're doing something wrong there *Take Screenshots if you would*.for the southwest flight you mentioned, there's a a plethorea of variables that you haven't taken into account......what were the wind speeds? how much fuel on board? what's the ZFW? 1/2 the runway - Doubt it.you seem to be expecting too much from the 737, and trying to takeoff with 46,000 lbs of fuel shows you didn't take a couple minutes to figure out what fuel you needed, vs what you had on board.let's try this one.you have 120 passengers on board *That's a pretty full 737*, each one is calculated at 190lbs averaged.22800lbs.55lbs for each their luggage. "Averaged"6,600lbs.that's 29,400 lbs we have for those "on board today"737 weighs about 84,000 lbs empty84+29.4=113.4for KHOU-KBWI, that's what like a thousand miles?toss in 20,000lbs of fuel.113.4+20=133.4That's 15,000 lbs Less than what you were packing when you tried to do it.

My fuel was 40.6, not 46.0. Typo, sorry. Also, I misunderstood my son when he said that the Vr was 180 at Budapest. That was a FDC Live Cockpit call out that was not correct. The FMC Vr=130. It still ran to the end of the runway before he could get the wheels up.It could be that there is too much fuel but I used what it calculated for the original flight which was Houston to Providence (1575 miles) plus 200 for alternate, 33,000 cruise alt.

Few more thoughts...Have you installed the CH control manager and recalibrated using it's calibration function? If not, in my experiences, the CH devices will not work properly.Next, if your using the AFDS to set the autothrottles to takeoff thrust, then wiggling should have no effect so it doesn't sound like everything is set up properly. As mentioned, a screen shot would be very helpful.

How do you use the CH control manager and set the throttles for reverse thrust? That has to be done in FSUIPC, right? It works fine with every other plane....

Yes, FSUIPC can be used (Control Manager can as well). I use FSUIPC to set the thrust detent to generate the reverse thrust key. I was referring to using the CH control manager to install the appropriate CH drivers and calibrate the devices properly. If you wiggled the throttles and that changed something it indicates a calibration issue and your not using automated take off thrust. Again in my experience, I haven't needed FSUIPC for anything else in the NG.One other thought... do you have any other joystick type devices plugged into the system while your using the CH devices?

My fuel was 40.6, not 46.0. Typo, sorry. Also, I misunderstood my son when he said that the Vr was 180 at Budapest. That was a FDC Live Cockpit call out that was not correct. The FMC Vr=130. It still ran to the end of the runway before he could get the wheels up.It could be that there is too much fuel but I used what it calculated for the original flight which was Houston to Providence (1575 miles) plus 200 for alternate, 33,000 cruise alt.How do you use the CH control manager and set the throttles for reverse thrust? That has to be done in FSUIPC, right? It works fine with every other plane....

FSBuild for the 737-700 for 113.4 GW on that route gives me a required fuel of 22,400 lbs. I'd say you are way overloaded on fuel and not using enough flaps. Try flaps 25 or even 15.... Unfortunately, I don't have performance data for the -700. If we want to talk -800 then I can provide concrete numbers.

Try flaps 25 or even 15....

I think it is a problematic advice. I don't think you ever go in a 737 with flaps beyond 5 for takeoff (and whether 10 is a distant possibility - I don't have this data). Flaps 15 and more are your landing configurations. It is a common fallacy to think that more flaps will always give you better takeoff performance. In factsome GA pilots who thought so are no longer with us - they lost lives trying to improvise and add more flaps to compensate for short runway ...The bottom line - you should never go beyond the maximum recommended takeoff flap setting for the aircraft.

Using the UTOPIA program for the PMDG 737-700. Using the information given above you should be using flap 25 in those conditions.Brian,

I think it is a problematic advice. I don't think you ever go in a 737 with flaps beyond 5 for takeoff (and whether 10 is a distant possibility - I don't have this data). Flaps 15 and more are your landing configurations. It is a common fallacy to think that more flaps will always give you better takeoff performance. In factsome GA pilots who thought so are no longer with us - they lost lives trying to improvise and add more flaps to compensate for short runway ...The bottom line - you should never go beyond the maximum recommended takeoff flap setting for the aircraft.

Hey Michal,My continental FCOM has "typical" flap settings for 1,5, & 15 but flaps up through 25 are authorized.

My continental FCOM has "typical" flap settings for 1,5, & 15 but flaps up through 25 are authorized.

My apologies, my independent search confirmed that as well.In fact a simple search of this forum turned out this very old thread on the subject of 737-700 takeoff performance (this forum has everything!). Steve, pay attention to what Robert R. wrote in this thread. That should set the issue to rest ....http://forums1.avsim.net/index.php?showtop...mp;#entry723963

My apologies, my independent search confirmed that as well.In fact a simple search of this forum turned out this very old thread on the subject of 737-700 takeoff performance (this forum has everything!). Steve, pay attention to what Robert R. wrote in this thread. That should set the issue to rest ....http://forums1.avsim.net/index.php?showtop...mp;#entry723963

And my independent validation. I had no problem being wheels up at taxiway Lima (pic #3) at 113.3 ZFW/24,000 lbs of fuel/Flaps 15/no wind/75 degrees fahrenheit

My apologies, my independent search confirmed that as well.In fact a simple search of this forum turned out this very old thread on the subject of 737-700 takeoff performance (this forum has everything!). Steve, pay attention to what Robert R. wrote in this thread. That should set the issue to rest ....http://forums1.avsim.net/index.php?showtop...mp;#entry723963

Remember on Boeing aircraft there is no coorelation between the flap settings and the degrees of flaps like on Douglas and other aircraft. I know the -900ER has T/O with Flaps 25 and the leading edge slats remained sealed. Bill

Remember on Boeing aircraft there is no coorelation between the flap settings and the degrees of flaps like on Douglas and other aircraft. I know the -900ER has T/O with Flaps 25 and the leading edge slats remained sealed. Bill

Off topic, but maybe interesting - the 737-800 ETOPS birds I've flown have the "Enhanced Short Field Performance." On this plane, the LE flaps go to "full extended" and the slats go to "extended" at anything beyond Flaps 0. The slats don't go to full extended until F25.

Perhaps a look at this Youtube vid explains the 'taking the entire runway for takeoff'

now that IS closeOr this one :- http://www.youtube.com/watch?v=8XbINavHtiAJohn Ellison