MD80 captain elects to reject takeoff above 120 knots due to high egt on right engine and returns to...

Attributes
ACN	749163
Time
Date	200708
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : stl.airport
State Reference	MO
Altitude	agl single value : 0
Environment
Light	Daylight
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
ASRS Report	749163
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : less severe non adherence : company policies
Independent Detector	aircraft equipment other aircraft equipment : egt other flight crewa
Resolutory Action	flight crew : rejected takeoff
Consequence	other
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance
Primary Problem	Aircraft

Narrative:

After flying 2 legs in aircraft; we taxied off the gate for a takeoff on runway 12L at stl. The aircraft weight was approximately 142000 pounds; flaps 8 degrees with an OAT of approximately 90 degrees. I elected to make a maximum power takeoff. We started the right engine during taxi and were cleared into position on runway 12L. After takeoff clearance was received; the right engine was slow to spool up from idle; taking several seconds longer than the left to reach 1.4 EPR. The aircraft was stopped in position during the spool up delay. At 1.4 EPR; both engines accelerated normally to maximum takeoff thrust. As we accelerated through 110 KTS; I noticed the right egt passing 590 degrees C; at 120 KTS the right egt was at 620 degrees C and climbing. With approximately 6000 ft of runway left; I decided to abort the takeoff; sure that an engine failure was imminent. I announced we were aborting and applied reverse thrust and used manual brakes to stop at the end of the runway as to avoid a brake overheat event. We taxied to the gate without incident and asked for preconditioned air to be applied to the brakes as the passenger disembarked.

Original NASA ASRS Text

Title: MD80 CAPTAIN ELECTS TO REJECT TKOF ABOVE 120 KNOTS DUE TO HIGH EGT ON RIGHT ENGINE AND RETURNS TO GATE FOR MAINTENANCE.

Narrative: AFTER FLYING 2 LEGS IN ACFT; WE TAXIED OFF THE GATE FOR A TKOF ON RWY 12L AT STL. THE ACFT WT WAS APPROX 142000 LBS; FLAPS 8 DEGS WITH AN OAT OF APPROX 90 DEGS. I ELECTED TO MAKE A MAX PWR TKOF. WE STARTED THE R ENG DURING TAXI AND WERE CLRED INTO POS ON RWY 12L. AFTER TKOF CLRNC WAS RECEIVED; THE R ENG WAS SLOW TO SPOOL UP FROM IDLE; TAKING SEVERAL SECONDS LONGER THAN THE L TO REACH 1.4 EPR. THE ACFT WAS STOPPED IN POS DURING THE SPOOL UP DELAY. AT 1.4 EPR; BOTH ENGS ACCELERATED NORMALLY TO MAX TKOF THRUST. AS WE ACCELERATED THROUGH 110 KTS; I NOTICED THE R EGT PASSING 590 DEGS C; AT 120 KTS THE R EGT WAS AT 620 DEGS C AND CLBING. WITH APPROX 6000 FT OF RWY LEFT; I DECIDED TO ABORT THE TKOF; SURE THAT AN ENG FAILURE WAS IMMINENT. I ANNOUNCED WE WERE ABORTING AND APPLIED REVERSE THRUST AND USED MANUAL BRAKES TO STOP AT THE END OF THE RWY AS TO AVOID A BRAKE OVERHEAT EVENT. WE TAXIED TO THE GATE WITHOUT INCIDENT AND ASKED FOR PRECONDITIONED AIR TO BE APPLIED TO THE BRAKES AS THE PAX DISEMBARKED.

Data retrieved from NASA's ASRS site as of January 2009 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.

MD80 captain elects to reject takeoff above 120 knots due to high egt on right engine and returns to gate for maintenance.