Narrative:

During takeoff from phx to yvr on sep/xx/97, an overtemp of the #1 engine occurred. I was the captain of air carrier flight xx on that day. The aircraft was a B737-300 equipped with cfm 56-B-2 engines. The MEL's in effect for the day were: 1) power management computer inoperative, therefore the takeoff was made with both pmc's off as per the MEL. 2) autothrottles inoperative. Ambient temperature at phx was 97 degrees F, target N1 was 96.3%. Takeoff power was set at 96.3% manually and temperatures and other engine parameters checked at 80 KTS. All were normal. At approximately 400 ft AGL the #1 engine egt gauge red light illuminated and the egt was digitally noted at 950 degrees. (Normal red line for that engine was 930 degrees.) the power on that engine was immediately retarded to bring the power below red line, 930 degrees. All engine parameters continued to be normal. The QRH procedure was complied with and maintenance control was notified. The overtemp was only 20 degrees for approximately 1 second. Maintenance control agreed that according to the QRH that continued flight was allowed. We wrote the incident in the logbook and continued to yvr (vancouver, back course). After our arrival, the engine was inspected, found to be a 'B-zone overtemp,' and we were cleared for continued flight. Contributing factors were the ambient temperature of 97 degrees, autothrottles inoperative, and power management computers inoperative. The overtemp occurred during the takeoff when attns are outside the cockpit for proper control of the aircraft during takeoff.

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Original NASA ASRS Text

Title: A B737-300 ON TKOF OVERTEMPED THE #1 ENG CAUSED BY AUTOTHROTTLES AND #1 ENG PWR MGMNT SYS BOTH INOP AND DEFERRED.

Narrative: DURING TKOF FROM PHX TO YVR ON SEP/XX/97, AN OVERTEMP OF THE #1 ENG OCCURRED. I WAS THE CAPT OF ACR FLT XX ON THAT DAY. THE ACFT WAS A B737-300 EQUIPPED WITH CFM 56-B-2 ENGS. THE MEL'S IN EFFECT FOR THE DAY WERE: 1) PWR MGMNT COMPUTER INOP, THEREFORE THE TKOF WAS MADE WITH BOTH PMC'S OFF AS PER THE MEL. 2) AUTOTHROTTLES INOP. AMBIENT TEMP AT PHX WAS 97 DEGS F, TARGET N1 WAS 96.3%. TKOF PWR WAS SET AT 96.3% MANUALLY AND TEMPS AND OTHER ENG PARAMETERS CHKED AT 80 KTS. ALL WERE NORMAL. AT APPROX 400 FT AGL THE #1 ENG EGT GAUGE RED LIGHT ILLUMINATED AND THE EGT WAS DIGITALLY NOTED AT 950 DEGS. (NORMAL RED LINE FOR THAT ENG WAS 930 DEGS.) THE PWR ON THAT ENG WAS IMMEDIATELY RETARDED TO BRING THE PWR BELOW RED LINE, 930 DEGS. ALL ENG PARAMETERS CONTINUED TO BE NORMAL. THE QRH PROC WAS COMPLIED WITH AND MAINT CTL WAS NOTIFIED. THE OVERTEMP WAS ONLY 20 DEGS FOR APPROX 1 SECOND. MAINT CTL AGREED THAT ACCORDING TO THE QRH THAT CONTINUED FLT WAS ALLOWED. WE WROTE THE INCIDENT IN THE LOGBOOK AND CONTINUED TO YVR (VANCOUVER, BC). AFTER OUR ARR, THE ENG WAS INSPECTED, FOUND TO BE A 'B-ZONE OVERTEMP,' AND WE WERE CLRED FOR CONTINUED FLT. CONTRIBUTING FACTORS WERE THE AMBIENT TEMP OF 97 DEGS, AUTOTHROTTLES INOP, AND PWR MGMNT COMPUTERS INOP. THE OVERTEMP OCCURRED DURING THE TKOF WHEN ATTNS ARE OUTSIDE THE COCKPIT FOR PROPER CTL OF THE ACFT DURING TKOF.

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.