COMMUTER MDT WAS OPERATED AT AN EGT OVER MAX ALLOWABLE FOR RPM BEING USED.

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ON CLBOUT FROM MQT (ENRTE TO DTW) WHILE PASSING 5000 FT MSL; I NOTICED THAT I HAD A STUCK FUEL TRIMMER ON THE R ENG; I.E.; IT WOULD NOT TRIM BACK FROM ITS 100 PERCENT SETTING. SLOWLY THE ENG TEMP STARTED TO RISE IN EXCESS OF 755 DEGS (NORMAL CRUISE SETTING). EVENTUALLY; IT STABILIZED AT ABOUT 842 DEGS. THROTTLE REDUCTION AND INCREASED AIRSPD HAD NO EFFECT ON THE SETTING. IT REMAINED AT ABOUT 842 DEGS. I CYCLED THE CIRCUIT BREAKER; BUT TO NO AVAIL. IN THE MEANTIME; I CONTACTED OUR MAINT DEPT THROUGH DISPATCH AND THEY SUGGESTED I VARY THE RPM CONSIDERABLY. SHORTLY THEREAFTER; THE TRIMMER BROKE LOOSE. I THEN SET THE TRIMMER AT 755 DEGS AND PROCEEDED TO DTW. ALL TOLD; I RAN THE ENG AT ABOUT 13000 RPM TO 842 DEGS FOR ABOUT 15 MINS. BECAUSE OF COMPLACENCY ON MY PART; I MADE 2 MISTAKES DURING THIS INCIDENT THAT I DID NOT RECOGNIZE UNTIL THE FOLLOWING DAY WHEN MY CHIEF PLT TALKED TO ME: 1) I MISTAKENLY THOUGHT I COULD RUN THE ENG AT 885 DEGS MAX CONTINUOUS; AND 2) BECAUSE I THOUGHT I COULD RUN THE ENG AT 885 DEGS; I DID NOT REALIZE I HAD OVERTEMPED. THUS; I DID NOT WRITE IT UP ON THE MAINT LOG AFTER I LANDED. (885 DEGS ONLY APPLIES AT 15000 RPM.) THE FAULT WAS CLRLY MINE. I AM AN EXPERIENCED PLT (32 YRS) AND I KNOW BETTER. SUFFICE TO SAY I AM MOST EMBARRASSED. I CAN ASSURE YOU THAT I AM TAKING A LONG; HARD LOOK AT MYSELF. THIS TYPE OF EVENT WILL NOT HAPPEN AGAIN. FOR THE RECORD; THIS IS THE FIRST TIME I HAVE EVER FELT IT NECESSARY TO SUBMIT A NASA RPT.