Narrative:

The flight from fukuoka to honolulu at the maximum takeoff weight for the runway. The temperature was 90 degrees. This particular airplane has engine modifications to achieve higher thrust levels than most in the fleet. This thrust level is frequently not used on our operations. This was the first flight for me and for the so. The second flight for the copilot into and out of this airport. As I advanced power for takeoff I noticed I was moving the thrust levers farther than anticipated. I attributed this to the very high outside temperature. By 90 KTS I realized there was no more power available. We were still short of required EPR, 1.46 versus 1.50. Since all 3 engines were reading the same I initially thought we had misfigured takeoff power. A few seconds were spent analyzing the situation. Finally I checked egt and noted all 3 were much lower than appropriate. By this time I felt an abort was more risky than continuing the takeoff. Fortunately, the engines worked albeit at a lower thrust level; about 1500 ft remaining. With an engine failure late in the roll it would have been a different outcome. I don't know if the engines had been erroneously mistrimmed to the other lower thrust level model specifications or if all 3 were just coincidentally out of trim to this level we had. However, next time if it happens, I will simply abort right away.

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Original NASA ASRS Text

Title: REDUCED THRUST FOR TKOF PROC PERFORMED WHEN ENGS DID NOT PRODUCE EXPECTED EPR ON A HIGH TEMP DAY.

Narrative: THE FLT FROM FUKUOKA TO HONOLULU AT THE MAX TKOF WT FOR THE RWY. THE TEMP WAS 90 DEGS. THIS PARTICULAR AIRPLANE HAS ENG MODIFICATIONS TO ACHIEVE HIGHER THRUST LEVELS THAN MOST IN THE FLEET. THIS THRUST LEVEL IS FREQUENTLY NOT USED ON OUR OPS. THIS WAS THE FIRST FLT FOR ME AND FOR THE SO. THE SECOND FLT FOR THE COPLT INTO AND OUT OF THIS ARPT. AS I ADVANCED PWR FOR TKOF I NOTICED I WAS MOVING THE THRUST LEVERS FARTHER THAN ANTICIPATED. I ATTRIBUTED THIS TO THE VERY HIGH OUTSIDE TEMP. BY 90 KTS I REALIZED THERE WAS NO MORE PWR AVAILABLE. WE WERE STILL SHORT OF REQUIRED EPR, 1.46 VERSUS 1.50. SINCE ALL 3 ENGS WERE READING THE SAME I INITIALLY THOUGHT WE HAD MISFIGURED TKOF PWR. A FEW SECONDS WERE SPENT ANALYZING THE SITUATION. FINALLY I CHKED EGT AND NOTED ALL 3 WERE MUCH LOWER THAN APPROPRIATE. BY THIS TIME I FELT AN ABORT WAS MORE RISKY THAN CONTINUING THE TKOF. FORTUNATELY, THE ENGS WORKED ALBEIT AT A LOWER THRUST LEVEL; ABOUT 1500 FT REMAINING. WITH AN ENG FAILURE LATE IN THE ROLL IT WOULD HAVE BEEN A DIFFERENT OUTCOME. I DON'T KNOW IF THE ENGS HAD BEEN ERRONEOUSLY MISTRIMMED TO THE OTHER LOWER THRUST LEVEL MODEL SPECS OR IF ALL 3 WERE JUST COINCIDENTALLY OUT OF TRIM TO THIS LEVEL WE HAD. HOWEVER, NEXT TIME IF IT HAPPENS, I WILL SIMPLY ABORT R AWAY.

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.