Narrative:

We flew the aircraft on its second flight after the right engine was replaced. The takeoff from ZZZ2 was a packs off, maximum thrust takeoff due to our gross weight. EPR was calculated by the tmc to be 1.57 with N1 104. After pushing the EPR switch, the left engine settled at 1.57 EPR, 104 N1. The right engine settled at 1.54 EPR, 100.7 N1. The first officer tried fine tuning the throttle forward to get the required value of 1.57, but by then we were at 80 KTS. The captain tried pushing the throttle forward as well. The airplane was accelerating normally, and therefore, no decision to abort was made. V1, vr, V2 were reached with plenty of runway left. Climb out was normal, however, climb EPR on the left engine was 1.67 and on the right engine it was 1.62. It was then that we noticed the difference on maximum available EPR on the EPR gauge. At cruise, the EPR's were matched, but maximum available EPR was 1.70 on the left engine, and 1.63 on the right engine. Maintenance controller was notified on climb out. Approximately 5 hours later, dispatch called us to tell us the reason for the difference on EPR readings. We were already in ETOPS area. Supplemental information from acn 594163: already in ETOPS airspace, get satcom call from dispatch saying that engine may have incorrect eec data load. All concur that safest course of action is to continue to ZZZ1. Supplemental information from acn 594161: the aircraft had under-burned 2400 pounds so far. Flight was already into the ETOPS area of the flight. ETOPS fuel was more than adequate. Crew and I agreed that proceeding to ZZZ was safest option. Flight duty manager captain and 2 capts from B767 fleet also agreed ok to continue.

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Original NASA ASRS Text

Title: A B767-300 ON TKOF, THE R ENG WAS SLIGHTLY LOWER ON EPR AND N1 ON THRUST MGMNT COMPUTER CALCULATIONS. FOUND INCORRECT ELECTRONIC DATA PLUG IN ELECTRONIC ENG CTL.

Narrative: WE FLEW THE ACFT ON ITS SECOND FLT AFTER THE R ENG WAS REPLACED. THE TKOF FROM ZZZ2 WAS A PACKS OFF, MAX THRUST TKOF DUE TO OUR GROSS WT. EPR WAS CALCULATED BY THE TMC TO BE 1.57 WITH N1 104. AFTER PUSHING THE EPR SWITCH, THE L ENG SETTLED AT 1.57 EPR, 104 N1. THE R ENG SETTLED AT 1.54 EPR, 100.7 N1. THE FO TRIED FINE TUNING THE THROTTLE FORWARD TO GET THE REQUIRED VALUE OF 1.57, BUT BY THEN WE WERE AT 80 KTS. THE CAPT TRIED PUSHING THE THROTTLE FORWARD AS WELL. THE AIRPLANE WAS ACCELERATING NORMALLY, AND THEREFORE, NO DECISION TO ABORT WAS MADE. V1, VR, V2 WERE REACHED WITH PLENTY OF RWY LEFT. CLBOUT WAS NORMAL, HOWEVER, CLB EPR ON THE L ENG WAS 1.67 AND ON THE R ENG IT WAS 1.62. IT WAS THEN THAT WE NOTICED THE DIFFERENCE ON MAX AVAILABLE EPR ON THE EPR GAUGE. AT CRUISE, THE EPR'S WERE MATCHED, BUT MAX AVAILABLE EPR WAS 1.70 ON THE L ENG, AND 1.63 ON THE R ENG. MAINT CTLR WAS NOTIFIED ON CLBOUT. APPROX 5 HRS LATER, DISPATCH CALLED US TO TELL US THE REASON FOR THE DIFFERENCE ON EPR READINGS. WE WERE ALREADY IN ETOPS AREA. SUPPLEMENTAL INFO FROM ACN 594163: ALREADY IN ETOPS AIRSPACE, GET SATCOM CALL FROM DISPATCH SAYING THAT ENG MAY HAVE INCORRECT EEC DATA LOAD. ALL CONCUR THAT SAFEST COURSE OF ACTION IS TO CONTINUE TO ZZZ1. SUPPLEMENTAL INFO FROM ACN 594161: THE ACFT HAD UNDER-BURNED 2400 LBS SO FAR. FLT WAS ALREADY INTO THE ETOPS AREA OF THE FLT. ETOPS FUEL WAS MORE THAN ADEQUATE. CREW AND I AGREED THAT PROCEEDING TO ZZZ WAS SAFEST OPTION. FLT DUTY MGR CAPT AND 2 CAPTS FROM B767 FLEET ALSO AGREED OK TO CONTINUE.

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.