ZFW: 10232480 passengers2074 lbs forward cargo2850 lbs rear cargoAirport: KHOU, runway 12RNoon, Saturday Aug 8, 2009Clear, temp 75

:( :( Cost Index has absolutely nothing to do with the engine takeoff thrust.Flight Director also should be routinely turned on before takeoff - no connection with engine thrust and frankly it is a rather poor advice to suggest to takeoff with FD off - it is simply not practiced in heavy turbine aircraft.

Check your fuel load, winds and trim. I have flown out of HOU on hotter days just fine. Is the aircraft not accelerating fast enough or just not rotating. If it is not accelerating, then it is most likely the trim or winds.

I've had that problem before with the PMDG 737 as well. I recommend to to go to the "aircraft" menu, then the "fuel and payload" option and see if the aircraft is overloaded. To me that was the case, so i removed all the weight and then re-loaded the cargo, passengers and fuel.After that i have never had this problem :)RegardsJan

I've had that problem before with the PMDG 737 as well. I recommend to to go to the "aircraft" menu, then the "fuel and payload" option and see if the aircraft is overloaded. To me that was the case, so i removed all the weight and then re-loaded the cargo, passengers and fuel.After that i have never had this problem :)RegardsJan

Hi Steve,I was going to make the same suggestion as Jan ! Since you mentioned "going back" to FS9. Maybe the load manager isn't connected to the right directory. Whenever in doubt, I check the path (and always use the registry repair tool, just in case it would do some good...). Also don't forget to save the Load Manager config - with he right aircraft tab selected... Sorry it's so obvious but we all screw up from time to time, don't we?Otherwise I would try other airports, and I would disable my throttle and use the F4 key to make sure I obtain max thrust...But I would definitely check the "fuel and payload" menu first...Rgds,Bruno

Not parked next to a fuel box? That has a habit of loading full tanks when engines off and parking brake on.John Ellison

With the conditions you describe, the N1 of 95.1 sounds fine. Trying to get more out of them than the FMC settings sounds like a red-herring.How about brakes? It looks like you've got some fun toys, could you have a brake controller that is causing this?

:( :( Cost Index has absolutely nothing to do with the engine takeoff thrust.Flight Director also should be routinely turned on before takeoff - no connection with engine thrust and frankly it is a rather poor advice to suggest to takeoff with FD off - it is simply not practiced in heavy turbine aircraft.

I am just trying to help get the MS FS9 to work. I do not have the PMDG B737 and have not flown it in the real world. I skipped the B737 and went to the DC-10. I would be interested to know what your qualifications are? I will tell you the same thing I told a check airman a while back - "Show me where it says I can't."Just for your information, when the workload permits I will routinely handfly to my initial cruise altitude without the the autothrottle/autopilot/FD. I almost always handfly my approaches without the autothrottle/autopilot/FD unless the approach is down to minimums. I am old and old school. For your information the B737 is not a "Heavy". That designation is reserved for aircraft over 255,000 lbs.Bill

I am just trying to help get the MS FS9 to work.

Very well, then help with the stuff that really counts. There are many sensible suggestions in this thread.

For your information the B737 is not a "Heavy".

Sorry, I used "heavy" in a colloquial manner, not as a strict definition. In fact in my opinion any pilot that performs takeoffs in a turbine aircraft (even in a King Air) with FD off (if available) is really not acting very professionally. You may even be a real world pilot flying DC-10, I don't know, but if someone here on this forum writes that cost index or F/D may limit engine's takeoff thrust I am getting really suspicious about his/her piloting credentials, once in a while we have on these forums folks who claim to be Cathay Pacific 747 captains who never piloted anything so sorry for being so distrustful. I am only PPL/IFR.

Very well, then help with the stuff that really counts. There are many sensible suggestions in this thread. In fact in my opinion any pilot that performs takeoffs in a turbine aircraft (even in a King Air) with FD off (if available) is really not acting very professionally. You may even be a real world pilot flying DC-10, I don't know, but if someone here on this forum writes that cost index or F/D may limit engine's takeoff thrust I am getting really suspicious about his/her piloting credentials, once in a while we have on these forums folks who claim to be Cathay Pacific 747 captains who never piloted anything so sorry for being so distrustful. I am only PPL/IFR.

Michal,Do not forget that this is a game being discussed here and nothing more. My only hope in my statement about the F/D and cost index (there correlation to VNAV) was to eliminate any possibility of there being a programing problem that was not allowing the engines to get to maximum EGT/TOT. Concerning your statement about Kingairs, F/Ds, and professionalism. If a person is not qualified in an aircraft they are really in no position to talk about "acting very professionally" when not using a F/D. Just for your information I was an IP in U-21s for a little over two years.Bill

I will tell you the same thing I told a check airman a while back - "Show me where it says I can't."Just for your information, when the workload permits I will routinely handfly to my initial cruise altitude without the the autothrottle/autopilot/FD. I almost always handfly my approaches without the autothrottle/autopilot/FD unless the approach is down to minimums. I am old and old school. Bill

Of course you mean you hand-fly up to FL290 and then turn on the AP before you enter RVSM, right? ;)The F/D and Cost Index don't have anything to do with T/O N1 settings, of course, but I suppose it's worth a shot to try turning it off. Matt Collesps Part 91 App G Sect 2.C.2 for the "Show me where it says I can't."

The runways at KHOU are short as it is...have you perhaps tried a different field?

The runways at KHOU are short as it is...have you perhaps tried a different field?

Not too short for 100's of Southwest 737's that come and go each day! Like I said, the runway wouldn't matter at an airport that can handle commercial airline traffic.

Not too short for 100's of Southwest 737's that come and go each day! Like I said, the runway wouldn't matter at an airport that can handle commercial airline traffic.

With the weights he's given, absolutely. I've taken a 737-800SFP off of 6500' at near MTOW.If the N1s are in the 95% range, he should have no problem accelerating to Vr. The poster stated that it took the entire runway to get to Vr, so it doesn't sound like a trim/flight control issue.

ZFW: 10232480 passengers2074 lbs forward cargo2850 lbs rear cargoAirport: KHOU, runway 12RNoon, Saturday Aug 8, 2009Clear, temp 75