Flight crew made takeoff with maximum power resulting in a differential of the EPR from both engines...

Attributes
ACN	277094
Time
Date	199407
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : bna
State Reference	TN
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Fokker 100
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	climbout : takeoff
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	277094
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact other
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

The wind was reported as calm but the windsock near runway 20C showed a slight tailwind, so I chose to use maximum takeoff power for this departure. It was the first officer's leg and the power setting and transfer of the throttles were normal. The indices were set for maximum takeoff power of 1.7 EPR and all engine tape indications, EPR, tgt, N1, N2 were even between the left and right engines. However, the digital EPR indication showed the left engine to be 1.7 EPR and the right engine 1.68 EPR. Since we were above 80 KTS I did not change the power for such a minor difference. With my hand on the throttles I could feel that the right throttle was approximately half of a knob forward of the left and this is when I discovered that the right throttle was at the forward stop -- firewall -- position. Since we were in excess of 100 KTS I opted to continue the takeoff for safety. The flight continued in an uneventful and normal fashion. In discussing our situation to tul tech via the bna maintenance. The exact nature of our situation was not communicated resulting in the aircraft being removed from service without a timely plan to accommodate or microphone passenger.

Original NASA ASRS Text

Title: FLC MADE TKOF WITH MAX PWR RESULTING IN A DIFFERENTIAL OF THE EPR FROM BOTH ENGS.

Narrative: THE WIND WAS RPTED AS CALM BUT THE WINDSOCK NEAR RWY 20C SHOWED A SLIGHT TAILWIND, SO I CHOSE TO USE MAX TKOF PWR FOR THIS DEP. IT WAS THE FO'S LEG AND THE PWR SETTING AND TRANSFER OF THE THROTTLES WERE NORMAL. THE INDICES WERE SET FOR MAX TKOF PWR OF 1.7 EPR AND ALL ENG TAPE INDICATIONS, EPR, TGT, N1, N2 WERE EVEN BTWN THE L AND R ENGS. HOWEVER, THE DIGITAL EPR INDICATION SHOWED THE L ENG TO BE 1.7 EPR AND THE R ENG 1.68 EPR. SINCE WE WERE ABOVE 80 KTS I DID NOT CHANGE THE PWR FOR SUCH A MINOR DIFFERENCE. WITH MY HAND ON THE THROTTLES I COULD FEEL THAT THE R THROTTLE WAS APPROX HALF OF A KNOB FORWARD OF THE L AND THIS IS WHEN I DISCOVERED THAT THE R THROTTLE WAS AT THE FORWARD STOP -- FIREWALL -- POS. SINCE WE WERE IN EXCESS OF 100 KTS I OPTED TO CONTINUE THE TKOF FOR SAFETY. THE FLT CONTINUED IN AN UNEVENTFUL AND NORMAL FASHION. IN DISCUSSING OUR SIT TO TUL TECH VIA THE BNA MAINT. THE EXACT NATURE OF OUR SIT WAS NOT COMMUNICATED RESULTING IN THE ACFT BEING REMOVED FROM SVC WITHOUT A TIMELY PLAN TO ACCOMMODATE OR MIKE PAX.

Data retrieved from NASA's ASRS site as of July 2007 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.