Narrative:

Within seconds after liftoff; our right engine experienced an over temp of 888 degrees with the autothrottle engaged. I brought the right throttle back slightly over a knob width to bring the temperature back to normal and with VNAV mode engaged it stayed in the top end of the normal range but about 45 degrees hotter than the left engine. At this point we were assessing our condition and climbing out on the departure. With the autopilot engaged; I turned the aircraft and ATC communications over to the first officer and looked in the QRH for an un-annunciated engine overheat checklist which doesn't exist. I then tried to contact dispatch using ACARS; but did not receive a reply. I contacted arinc for a phone patch through to dispatch and we were connected. There was some difficulty with dispatch connecting us with [maintenance].as we climbed the egt on the right engine approached the yellow range; requiring further throttle reduction. The first officer and I decided this was degraded engine state and told center we wanted to return to [departure airport]. Center initiated vectors back and I conveyed this to dispatch for their concurrence. After that I contacted the lead flight attendant and briefed him of our situation and return to [departure airport]; I then made a PA announcement to the passengers to that effect. I resumed the PF duties and we [advised ATC] and requested equipment be standing by as this was to be an overweight landing. We were dismayed that the company [procedure] for a single engine go around (or takeoff) were not included; had this been a more dire emergency; this would have been a hindrance. We planned our approach with the thought we might lose the engine. We had difficulties with dispatch sending us landing data; we were under our performance limit at 231.2 which my first officer derived our landing data from the QRH. We made a normal visual landing and cleared the runway. We had the fire trucks do an inspection of the aircraft; everything looked normal; so we continued to the gate. We advised ramp to let them know of possible hot brakes and to please chock the nose wheel upon arrival. As we pulled into the gate; we got a brake temp light. We then secured the aircraft and made maintenance write ups on the right engine over temp; the overweight landing and the hot brakes.

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Original NASA ASRS Text

Title: B757 Captain reported returning to departure airport after experiencing high engine EGT.

Narrative: Within seconds after liftoff; our right engine experienced an over temp of 888 degrees with the autothrottle engaged. I brought the right throttle back slightly over a knob width to bring the temperature back to normal and with VNAV mode engaged it stayed in the top end of the normal range but about 45 degrees hotter than the left engine. At this point we were assessing our condition and climbing out on the departure. With the autopilot engaged; I turned the aircraft and ATC communications over to the first officer and looked in the QRH for an un-annunciated engine overheat checklist which doesn't exist. I then tried to contact Dispatch using ACARS; but did not receive a reply. I contacted ARINC for a phone patch through to Dispatch and we were connected. There was some difficulty with Dispatch connecting us with [maintenance].As we climbed the EGT on the right engine approached the yellow range; requiring further throttle reduction. The First Officer and I decided this was degraded engine state and told Center we wanted to return to [departure airport]. Center initiated vectors back and I conveyed this to Dispatch for their concurrence. After that I contacted the Lead Flight Attendant and briefed him of our situation and return to [departure airport]; I then made a PA announcement to the passengers to that effect. I resumed the PF duties and we [advised ATC] and requested equipment be standing by as this was to be an overweight landing. We were dismayed that the Company [procedure] for a single engine go around (or takeoff) were not included; had this been a more dire emergency; this would have been a hindrance. We planned our approach with the thought we might lose the engine. We had difficulties with Dispatch sending us landing data; we were under our performance limit at 231.2 which my First Officer derived our landing data from the QRH. We made a normal visual landing and cleared the runway. We had the fire trucks do an inspection of the aircraft; everything looked normal; so we continued to the gate. We advised ramp to let them know of possible hot brakes and to please chock the nose wheel upon arrival. As we pulled into the gate; we got a brake temp light. We then secured the aircraft and made maintenance write ups on the R engine over temp; the overweight landing and the hot brakes.

Data retrieved from NASA's ASRS site 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.