Narrative:

The problem was an overheat indication of the #1 engine, indicated by an overheat warning light, with the associated egt gauge reading off-scale high, 1000 degree C+. The event occurred during the take-off roll at iah runway 14L. The problem was discovered by all three crew members after accelerating well past 100 KTS. I initially believed, as did the other crew members, that the problem was a faulty egt gauge, based on the fact that there were no other engine indications that would suggest an abnormality. Also, there was no fire warning, and the engine continued to produce take-off as opposed to aborting. An additional factor was that we were at maximum gross take-off weight. During the climb, the engine temperature reduced to within limits. Had the temperature continued to increase, or had we had a power loss, or fire, our options were to land at a number of available airports in the vicinity. During climb, we contacted houston maintenance who indicated no serious concern. Upon landing in london, we were advised that the engine hot section was burned beyond repair. Had we known the significance of a temporary overheat, either through training, or by maintenance via radio or via SELCAL, we would have landed at a suitable airport. Callback conversation with reporter revealed the following: overtemp occurred near V1 and company procedure is to continue takeoff after 100 knots unless major problem. Also ascertained that all other engine parameters including fuel flow were normal. This is one aircraft in this company's fleet that has tape type engine instruments, all the rest are dial type with red overheat indicator light. So did try to adjust power down but with no effect on temperature. Shortly after rotate with increase in airspeed temperature started down and was back in normal range within 30 seconds after liftoff. Reporter did say that company said he should have contacted different maintenance office but that is hind sight and should have been taken care of by maintenance he contacted. Company has taken reports but no contact from FAA so they are apparently satisfied with crew action. Interesting side note, the crew awaiting flight for return in london was mad at crew for writing up the overtemp in log book.

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Original NASA ASRS Text

Title: ENGINE OVERHEAT ON ACR WDB DURING TKOF.

Narrative: THE PROBLEM WAS AN OVERHEAT INDICATION OF THE #1 ENGINE, INDICATED BY AN OVERHEAT WARNING LIGHT, WITH THE ASSOCIATED EGT GAUGE READING OFF-SCALE HIGH, 1000 DEG C+. THE EVENT OCCURRED DURING THE TAKE-OFF ROLL AT IAH RUNWAY 14L. THE PROBLEM WAS DISCOVERED BY ALL THREE CREW MEMBERS AFTER ACCELERATING WELL PAST 100 KTS. I INITIALLY BELIEVED, AS DID THE OTHER CREW MEMBERS, THAT THE PROBLEM WAS A FAULTY EGT GAUGE, BASED ON THE FACT THAT THERE WERE NO OTHER ENGINE INDICATIONS THAT WOULD SUGGEST AN ABNORMALITY. ALSO, THERE WAS NO FIRE WARNING, AND THE ENGINE CONTINUED TO PRODUCE TAKE-OFF AS OPPOSED TO ABORTING. AN ADDITIONAL FACTOR WAS THAT WE WERE AT MAX GROSS TAKE-OFF WEIGHT. DURING THE CLIMB, THE ENGINE TEMPERATURE REDUCED TO WITHIN LIMITS. HAD THE TEMPERATURE CONTINUED TO INCREASE, OR HAD WE HAD A POWER LOSS, OR FIRE, OUR OPTIONS WERE TO LAND AT A NUMBER OF AVAILABLE AIRPORTS IN THE VICINITY. DURING CLIMB, WE CONTACTED HOUSTON MAINT WHO INDICATED NO SERIOUS CONCERN. UPON LANDING IN LONDON, WE WERE ADVISED THAT THE ENGINE HOT SECTION WAS BURNED BEYOND REPAIR. HAD WE KNOWN THE SIGNIFICANCE OF A TEMPORARY OVERHEAT, EITHER THROUGH TRAINING, OR BY MAINT VIA RADIO OR VIA SELCAL, WE WOULD HAVE LANDED AT A SUITABLE AIRPORT. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: OVERTEMP OCCURRED NEAR V1 AND COMPANY PROC IS TO CONTINUE TKOF AFTER 100 KNOTS UNLESS MAJOR PROBLEM. ALSO ASCERTAINED THAT ALL OTHER ENGINE PARAMETERS INCLUDING FUEL FLOW WERE NORMAL. THIS IS ONE ACFT IN THIS COMPANY'S FLEET THAT HAS TAPE TYPE ENGINE INSTRUMENTS, ALL THE REST ARE DIAL TYPE WITH RED OVERHEAT INDICATOR LIGHT. SO DID TRY TO ADJUST POWER DOWN BUT WITH NO EFFECT ON TEMP. shortly AFTER ROTATE WITH INCREASE IN AIRSPEED TEMP STARTED DOWN AND WAS BACK IN NORMAL RANGE WITHIN 30 SECONDS AFTER LIFTOFF. REPORTER DID SAY THAT COMPANY SAID HE SHOULD HAVE CONTACTED DIFFERENT MAINT OFFICE BUT THAT IS HIND SIGHT AND SHOULD HAVE BEEN TAKEN CARE OF BY MAINT HE CONTACTED. COMPANY HAS TAKEN REPORTS BUT NO CONTACT FROM FAA SO THEY ARE APPARENTLY SATISFIED WITH CREW ACTION. INTERESTING SIDE NOTE, THE CREW AWAITING FLT FOR RETURN IN LONDON WAS MAD AT CREW FOR WRITING UP THE OVERTEMP IN LOG BOOK.

Data retrieved from NASA's ASRS site as of August 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.