Narrative:

After receiving notice from my base chief pilot regarding the maintenance write-up about [md-80] aircraft takeoff engine indications; this ASRS report is submitted. I was the captain and pilot flying on the flight. Max power was selected. All N1 and N2 RPM; fuel flow; and egt for left and right engines were in parameters for max take-off power. The right EPR was .03 lower than the left engine. EPR is a secondary indication of engine performance. I determined that a safe take-off was being performed and that an abort was not appropriate. I then noted that the right throttle seemed to be at the mechanical limit.I asked the first officer; pilot not flying; to look at the throttle and its forward limit. At that point he stated the throttle was touching the throttle limit bolt (tlb). All other engine performances throughout the remainder of the flight were normal and as expected. Following the flight; I made a maintenance logbook entry with engine performance data focused on the EPR and that the mechanical limit resulting from the bolt had been reached. Based on previous experience; I felt it was unusual that the throttle would meet that bolt [with max take-off selected]. That was the point of the write-up. When the mechanic arrived at the aircraft; he was confused and didn't know what bolt I had referred to in the logbook. I took him into the cockpit and showed him the limit bolt.

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Original NASA ASRS Text

Title: Two pilots report about a right engine throttle lever contacting the Throttle Limit Stop Bolt (mechanical stop) on the Center Pedestal of their MD-80 during a Max Power Take-Off selection.

Narrative: After receiving notice from my base Chief Pilot regarding the maintenance write-up about [MD-80] aircraft takeoff engine indications; this ASRS report is submitted. I was the Captain and pilot flying on the flight. Max Power was selected. All N1 and N2 RPM; Fuel Flow; and EGT for left and right engines were in parameters for Max Take-Off Power. The right EPR was .03 lower than the left engine. EPR is a secondary indication of engine performance. I determined that a safe take-off was being performed and that an abort was not appropriate. I then noted that the right throttle seemed to be at the mechanical limit.I asked the First Officer; pilot not flying; to look at the throttle and its forward limit. At that point he stated the throttle was touching the Throttle Limit Bolt (TLB). All other engine performances throughout the remainder of the flight were normal and as expected. Following the flight; I made a Maintenance Logbook entry with engine performance data focused on the EPR and that the mechanical limit resulting from the bolt had been reached. Based on previous experience; I felt it was unusual that the throttle would meet that bolt [with Max Take-Off selected]. That was the point of the write-up. When the Mechanic arrived at the aircraft; he was confused and didn't know what bolt I had referred to in the Logbook. I took him into the cockpit and showed him the Limit Bolt.

Data retrieved from NASA's ASRS site as of April 2012 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.