Narrative:

We departed cos on a flight between cos-phx on aug/tue/95. Departure runway was 17L with an outside air temperature of 65 degrees F. We were cleared for takeoff, we were issued a 160 degree magnetic heading for departure to hot air balloon activity south of the airport. As we started our takeoff roll, the autothrottles advanced power to maximum for the temperature (65 degree F) set in the FMC. At approximately 80 KTS, I noticed an overshot on #2 N1 of approximately 100.7 percent, with the target being 97.3 percent N1. I attempted to correct the power setting manually during takeoff. As we rotated we noticed the 2 balloons had drifted further east and adjusted our heading to clear them. After we were clear I looked down to the engine instruments and noticed both red overtemp lights were on in the egt gauges. As it was bumpy, I noticed 965 degrees on #1 engine and approximately 965-980 degrees on #2 engine. We immediately selected climb thrust which brought all readings back to normal. We continued to monitor the engine instruments looking for anything abnormal which would have dictated a return to cos, but everything was normal for the rest of the flight. We accomplished the appropriate checklists and made logbook entries as required. Inbound to phx, maintenance control was contacted and made aware of what transpired. I then briefed maintenance on what happened when we were at the gate and apparently both engines had to be changed. There were several factors which contributed to the egt overtemp -- keeping visual contact with the balloons south of the airport. Our eyes were outside the cockpit, our first priority traffic avoidance. Had we been on instruments, we would have been monitoring all instruments and would have been monitoring all instruments and would have noticed the high egts. We apparently encountered a temperature inversion approximately 1000-1500 ft AGL. As the autothrottles were in the hold mode, it precluded the FMC from reducing power to lower the egts. The approximately temperature increase was plus 15-25 degrees F outside air temperature which would contribute to higher egts. Again, our eyes were outside the cockpit so most all of the above went unnoticed until we were well clear of any traffic.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB -- ACFT DAMAGED -- ACR HAD AN ENG OVERSPD AND BOTH ENGS OVERTEMPED DURING TKOF AND INITIAL CLB.

Narrative: WE DEPARTED COS ON A FLT BTWN COS-PHX ON AUG/TUE/95. DEP RWY WAS 17L WITH AN OUTSIDE AIR TEMP OF 65 DEGS F. WE WERE CLRED FOR TKOF, WE WERE ISSUED A 160 DEG MAGNETIC HDG FOR DEP TO HOT AIR BALLOON ACTIVITY S OF THE ARPT. AS WE STARTED OUR TKOF ROLL, THE AUTOTHROTTLES ADVANCED PWR TO MAX FOR THE TEMP (65 DEG F) SET IN THE FMC. AT APPROX 80 KTS, I NOTICED AN OVERSHOT ON #2 N1 OF APPROX 100.7 PERCENT, WITH THE TARGET BEING 97.3 PERCENT N1. I ATTEMPTED TO CORRECT THE PWR SETTING MANUALLY DURING TKOF. AS WE ROTATED WE NOTICED THE 2 BALLOONS HAD DRIFTED FURTHER E AND ADJUSTED OUR HDG TO CLR THEM. AFTER WE WERE CLR I LOOKED DOWN TO THE ENG INSTS AND NOTICED BOTH RED OVERTEMP LIGHTS WERE ON IN THE EGT GAUGES. AS IT WAS BUMPY, I NOTICED 965 DEGS ON #1 ENG AND APPROX 965-980 DEGS ON #2 ENG. WE IMMEDIATELY SELECTED CLB THRUST WHICH BROUGHT ALL READINGS BACK TO NORMAL. WE CONTINUED TO MONITOR THE ENG INSTS LOOKING FOR ANYTHING ABNORMAL WHICH WOULD HAVE DICTATED A RETURN TO COS, BUT EVERYTHING WAS NORMAL FOR THE REST OF THE FLT. WE ACCOMPLISHED THE APPROPRIATE CHKLISTS AND MADE LOGBOOK ENTRIES AS REQUIRED. INBOUND TO PHX, MAINT CTL WAS CONTACTED AND MADE AWARE OF WHAT TRANSPIRED. I THEN BRIEFED MAINT ON WHAT HAPPENED WHEN WE WERE AT THE GATE AND APPARENTLY BOTH ENGS HAD TO BE CHANGED. THERE WERE SEVERAL FACTORS WHICH CONTRIBUTED TO THE EGT OVERTEMP -- KEEPING VISUAL CONTACT WITH THE BALLOONS S OF THE ARPT. OUR EYES WERE OUTSIDE THE COCKPIT, OUR FIRST PRIORITY TFC AVOIDANCE. HAD WE BEEN ON INSTS, WE WOULD HAVE BEEN MONITORING ALL INSTS AND WOULD HAVE BEEN MONITORING ALL INSTS AND WOULD HAVE NOTICED THE HIGH EGTS. WE APPARENTLY ENCOUNTERED A TEMP INVERSION APPROX 1000-1500 FT AGL. AS THE AUTOTHROTTLES WERE IN THE HOLD MODE, IT PRECLUDED THE FMC FROM REDUCING PWR TO LOWER THE EGTS. THE APPROX TEMP INCREASE WAS PLUS 15-25 DEGS F OUTSIDE AIR TEMP WHICH WOULD CONTRIBUTE TO HIGHER EGTS. AGAIN, OUR EYES WERE OUTSIDE THE COCKPIT SO MOST ALL OF THE ABOVE WENT UNNOTICED UNTIL WE WERE WELL CLR OF ANY TFC.

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.