2022-06 · NASA ASRS report 1909487
Flight Crew reported a rejected take off was caused by Engine #2 EGT exceedance and returned to the gate for maintenance action.
It had been a long day for us. We extended our duty; multiple passenger issues (including a full deplane and reboard hrs later); 5 releases; an over fuel; multiple Flight Attendants timed out because of legality issues; performance issues due to wind and temps in ZZZ; and multiple extensive ZZZ1 delays due to gate issues and WX. I have provided this information to give you a complete picture of our environment and mindset of that day. We were going to depart Runway XX in ZZZ. It was to be a bleeds off take off so the QRH was run. The takeoff roll was normal with thrust set and checked. The 100 knots call was made and then I noticed the EGT dial was full red. I brought it to the Captain's attention and he rejected. My best guess is that we were at 110 knots. The rejection was executed properly with all appropriate calls made. We ran the QRH and then QRH for the rejection and the exceedance. The trucks were also called. After consulting with [airport] response; the Flight Attendants; and the QRH; we determined it was safe to return to the gate. We parked at Gate X without further incident. I support my Captain's decision to reject because I feel it was truly in the interest of safety.
Departing ZZZ Runway XX. Bleeds off takeoff. Flaps 1. Approximately 163;000 pounds takeoff weight. Surface temps in ZZZ around 30C. Winds 120@10G20. Aircraft was properly configured. Bleeds Off Takeoff QRH was referenced by the FO (First Officer) and I double checked it. Takeoff thrust was 101.2% N1 I believe. Takeoff roll was normal…100 knot call out was made. Just past the 100 knot call the FO called the Engine 2 Exceedance. Engine 2 EGT dial was completely RED which sits just below the N1 Dial. I made the decision to abort the takeoff at around 110 knots. Stopped halfway down the runway. Determined we could clear the runway and turned off at the High-Speed [Taxiway] 1. We asked for the ARFF (Airport Rescue and Firefighting) to be dispatched. They reported no damage; no brake fire. Completed the RTO (Rejected Takeoff) QRC/QRH. The Engine Limit or Surge or Stall QRH. Referenced the Brake Cooling Charts for a 900ER and determined we could taxi to the gate. Arrived at the gate with no further incident.I do understand that above 100 knots; we should reject for loss of directional control; Fire; Engine Failure; PWS (Predictive Wind Shear). However in the moment; with a relatively heavy airplane; max performance; and the long runway I believed at that time it was safer to stop the airplane. A different airport with a different set of conditions I am not certain I would have. Also seeing a completely red EGT gauge just below the N1 gauge does lead to a definite startle factor in what exactly I am I looking at. The fact that it was a long day which included defueling the airplane; about the start the push only to be told by Dispatch not to push because flights we are diverting out of ZZZ1. Deboarding; Customer Service issues; Multiple FAs (Flight Attendants) timing out; our own CCO (Critical Crew Offtime) issues which included extending our CCO time; reboarding; 5 Dispatch releases...Not 100% certain that is all relevant but maybe in my mind it was a factor in just saying maybe we should just call it and not take this plane airborne. I dunno. But at the end of the day we made that decision. Nothing was broke or bent; no one was hurt but it did give me a sleepless night and something to think about.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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