Narrative:

While flying in the cruise phase of flight; first officer noticed that the elevator gust lock had been installed incorrectly. The previous night maintenance had been performed on the gust lock due to its failure to release. The bar that prohibits the thrust levers to be moved to a high thrust lever angle (tla) setting was backwards. The notch; that allows the number one [engine] thrust lever to be increased more than the number two [engine] thrust lever; was incorrectly installed so that the number two thrust lever could be increased more than the number one thrust lever. I did not notice this during taxi out; since I taxied out with both engines running and did not need to use a thrust setting that would require the number one thrust lever to be advanced more than the number two thrust lever. Upon arrival; maintenance was notified and the discrepancy was entered in the aircraft maintenance log. During my preflight duties I was aware that maintenance had been performed on the gust lock. I checked to ensure that the maintenance log had been signed-off properly and checked the operation of the gust lock during my setup check flows; I locked and unlocked it [gust lock] several times to check its operation. I failed to notice that the thrust lever bar was installed upside down because I was concentrating on whether it would unlock or not. I'll make sure to look at things more closely when maintenance is performed on the aircraft.

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Original NASA ASRS Text

Title: Two pilots report noticing during the cruise phase on an Embraer ERJ-145 series aircraft;that the Gust Lock Thrust Lever Bar had been installed upside down (backwards). A notch on the bar was incorrectly positioned at the thrust levers; allowing number two thrust lever to be increased more than number one thrust lever.

Narrative: While flying in the cruise phase of flight; First Officer noticed that the Elevator Gust Lock had been installed incorrectly. The previous night maintenance had been performed on the gust lock due to its failure to release. The bar that prohibits the thrust levers to be moved to a high Thrust Lever Angle (TLA) setting was backwards. The notch; that allows the Number One [Engine] Thrust Lever to be increased more than the Number Two [Engine] Thrust Lever; was incorrectly installed so that the number two thrust lever could be increased more than the number one thrust lever. I did not notice this during taxi out; since I taxied out with both engines running and did not need to use a thrust setting that would require the number one thrust lever to be advanced more than the number two thrust lever. Upon arrival; Maintenance was notified and the discrepancy was entered in the aircraft maintenance log. During my preflight duties I was aware that maintenance had been performed on the Gust Lock. I checked to ensure that the maintenance log had been signed-off properly and checked the operation of the gust lock during my Setup Check flows; I locked and unlocked it [gust lock] several times to check its operation. I failed to notice that the Thrust Lever Bar was installed upside down because I was concentrating on whether it would unlock or not. I'll make sure to look at things more closely when maintenance is performed on the aircraft.

Data retrieved from NASA's ASRS site as of July 2013 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.