Narrative:

We taxied out for takeoff from gate. The final weights were received after push back and before both engines were started; but weren't uploaded until taxi out. Due to gusty winds; I briefed and planned a flaps 5; max thrust takeoff. Everything seemed normal and all SOP's were believed to be correctly accomplished.during climb and initial cruise; both the first officer (first officer) and I were very busy dealing with turbulence issues. We communicated with ATC; dispatch; and the flight attendants to find the best altitudes; but none were good. We used commands to coordinate with the flight attendant's (flight attendants) and everyone was safe.I began to plan for the arrival; approach; and pull up landing data on ACARS. I had been watching the fuel on the FMC prog page and since we were tankering fuel; we had a lot of remf fuel.I knew we were saving fuel due to a higher initial cruise altitude; slower speed for chop; and less taxi fuel burned going out for takeoff. However; when I began to pull up the landing distance on ACARS; I noticed we were going to be over max landing pounds. I began to send messages to dispatch advising them and I began to calculate what number needed to be at or below to be legal. In order to get the exact ZFW I picked up the final weight printout and that's when I noticed that the unlinked ZFW was the predeparture ZFW and not the final ZFW from the final weights.the first officer and I then realized that the upload was incorrect and was not caught in his SOP. We received an upload of the predeparture weights and not the final weights. I thought this had been corrected. I began to question my SOP checks and looked in the FM (flight manual). I performed my check to to (takeoff) reference page and am not required to check the ZFW. (My new personal verification will be changed) we were fortunate that our bad upload was heavier than our actual weight and coupled with max thrust; there was an actual safety buffer. It could have easily been the other way around however.the first officer and I rehashed the sequence of events for a few minutes; but I then directed our attention to our arrival briefing and approach setup. We debriefed at the gate and on the van ride to the hotel. I believe a few contributing factors were:1. Failure to verify ZFW from [final weights] to uploaded ZFW. I believe the first officer got confused; because like most first officer's; they are very studious by having a hand written crib sheet with performance numbers. However; it can lead to a bit of confusion as this unofficial hand written sheet is often referenced when it should not be for final weight analysis and before takeoff checklist completion.2. No SOP that I am aware of exists; except in the case on hand typed final weights; for the captain to verify ZFW or final weight data.3. Inherent threats associated with taxi before final weights received SOP's.thank you for your attention; I've learned a lot here. No excuses from either of us and we were truly humbled by this error and will use it to improve our individual safety starting on the very next flight and will share it with our fellow pilots.

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Original NASA ASRS Text

Title: B737 flight crew reported departing with the incorrect ZFW even after following all SOPs.

Narrative: We taxied out for takeoff from gate. The final weights were received after push back and before both engines were started; but weren't uploaded until taxi out. Due to gusty winds; I briefed and planned a flaps 5; Max Thrust takeoff. Everything seemed normal and all SOP's were believed to be correctly accomplished.During climb and initial cruise; both the FO (First Officer) and I were very busy dealing with turbulence issues. We communicated with ATC; Dispatch; and the Flight Attendants to find the best altitudes; but none were good. We used commands to coordinate with the FA's (Flight Attendants) and everyone was safe.I began to plan for the arrival; approach; and pull up landing data on ACARS. I had been watching the fuel on the FMC PROG page and since we were tankering fuel; we had a lot of REMF fuel.I knew we were saving fuel due to a higher initial cruise altitude; slower speed for chop; and less taxi fuel burned going out for takeoff. However; when I began to pull up the landing distance on ACARS; I noticed we were going to be over max landing pounds. I began to send messages to dispatch advising them and I began to calculate what number needed to be at or below to be legal. In order to get the exact ZFW I picked up the final weight printout and that's when I noticed that the unlinked ZFW was the predeparture ZFW and not the Final ZFW from the final weights.The FO and I then realized that the upload was incorrect and was not caught in his SOP. We received an upload of the predeparture weights and not the final weights. I thought this had been corrected. I began to question my SOP checks and looked in the FM (Flight Manual). I performed my check to TO (Takeoff) REF page and am not required to check the ZFW. (My new personal verification will be changed) We were fortunate that our bad upload was heavier than our actual weight and coupled with max Thrust; there was an actual safety buffer. It could have easily been the other way around however.The FO and I rehashed the sequence of events for a few minutes; but I then directed our attention to our arrival briefing and approach setup. We debriefed at the gate and on the van ride to the hotel. I believe a few contributing factors were:1. Failure to verify ZFW from [final weights] to uploaded ZFW. I believe the FO got confused; because like most FO's; they are very studious by having a hand written crib sheet with performance numbers. However; it can lead to a bit of confusion as this unofficial hand written sheet is often referenced when it should not be for final weight analysis and before takeoff Checklist completion.2. No SOP that I am aware of exists; except in the case on hand typed final weights; for the captain to verify ZFW or final weight data.3. Inherent threats associated with taxi before final weights received SOP's.Thank you for your attention; I've learned a lot here. No excuses from either of us and we were truly humbled by this error and will use it to improve our individual safety starting on the very next flight and will share it with our fellow pilots.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.