A B737-300 RPTED THROTTLE ALIGNMENT PROBS AT TKOF AND CLB BUT OK IN CRUISE. CREW REQUESTED TO TURN OFF PMC AND CHK THROTTLE ALIGNMENT ON NEXT TKOF AND CLB.

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DURING FLT; MAY/XX/97; FLC CALLED ON COMMERCIAL RADIO DURING THE FIRST LEG OF THE FLT (ZZZ/YYY). THEY STATED THEY HAD A THROTTLE ALIGNMENT PROB DURING TKOF AND CLB. THE THROTTLES WERE MISALIGNED WITH THE POWER SETTING THE SAME (#2 THROTTLE LAGGING); DURING CLB THE #2 THROTTLE MOVED UP AND ALIGNED WITH #1; WITHOUT ANY PARAMETERS CHANGING. THIS ALL TOOK PLACE WITH THE AUTOTHROTTLE AND PMC'S ON. DURING CRUISE ALL ENG PARAMETERS AND THROTTLE BEHAVIOR APPEARED NORMAL. THROTTLE ALIGNMENT PROBS CAN BE VERY DIFFICULT TO ANALYZE. IN ORDER TO ISOLATE THE THROTTLE STAGGER PROB; I NEEDED MORE INFO. SINCE ALL ENG PERFORMANCE AND THROTTLE ALIGNMENT WAS NORMAL DURING CRUISE; I ASKED THE FLC IF THEY COULD MAKE THE NEXT TKOF WITH THE PMC'S OFF SO I CAN DETERMINE IF IT WAS AN AUTOTHROTTLE OR A PMC PROB. AFTER ARR INTO YYY; MAINT ACCOMPLISHED A GND CHK AND COULD NOT FIND ANY PROBS. THEY ASKED IF THEY SHOULD DEFER THE PMC'S AND I TOLD THEM NOT TO BECAUSE I WASN'T SURE IF IT WAS BAD AND NEEDED MORE INFO. IF THE PMC'S ARE DEFERRED; THEN THEY MAY NOT BE USED AT ALL. SO I FELT LEAVING THE PMC'S OPERATIONAL WOULD HELP ME TO DETERMINE WHAT THE REAL PROB IS; SO THE THROTTLE STAGGER WAS DEFERRED. GND CHKS FOR ENG OP CANNOT DUPLICATE THE FLT ENVIRONMENT; THEREFORE IT IS VERY HELPFUL IF I AM ABLE TO GET INPUT FROM THE FLC. THE FLC WAS COOPERATIVE AND VERY HELPFUL IN ASSISTING ME TO TRY AND DETERMINE WHAT WAS CAUSING THE THROTTLE STAGGER. AFTER THE ACFT ARRIVED IN ZZZ A FLC MEMBER CALLED TO INFORM ME HOW THE SYS OPERATED WITH THE PMC'S OFF. APPARENTLY THE THROTTLE STAGGER WASN'T AFFECTED BY THE PMC'S ON OR OFF.