The 787's thrust to weight ratio is approx. .285:1. The 767 was approx. 757 was .34-35:1. 737-800 is .30:1.

You need to get to approx V2+10 (15), to fly. Stay in ground effect and eek out of knot you can with the softest hands on the pitch (AOA). Lowest necessary climb rate, to keep AOA as low as possible, acceleration providing very slightly less than 1 G, and to provide the quickest acceleration available, is your friend.

DL's DFW 727 crash and NW's DTW DC-9 crash both lifted off and flew to the crash sight.

Extra time at the end of a sim period? "Anything you want to do?" No flap takeoffs, dual engine failures after takeoff and immediate 180 turn to land on departure runway, dead stick arrivals from 40 nm/10,000'/250 kts (we hit that energy key a lot of arrivals) and 20nm/5000'/250 kts (another energy key we hit a lot on arrivals). All survivable. Dual engine failure after takeoff requires achieving 'green dot' and clean (Airbus) or flaps UP bug and clean (Boeing). Depending upon the airport you can roll to the gate. Just don't forget the after landing checklist and arrival PA (if your company still does those). Act like you've been there before. ;-)