ACR MLG OPERATED OUTSIDE OF AIRWORTHINESS STANDARDS WITH QUESTIONABLE ENG PERFORMANCE DURING TKOF PROC REGIMES.

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DURING TKOF AUTO THROTTLES SEEMED SLOW TO RESPOND TO TOGA COMMAND. THROTTLES HELPED MANUALLY TO FLEX EPR OF 1.62. TKOF CONTINUED. ENGS/AUTO THROTTLES OPERATED NORMAL IN ALL OTHER FLT REGIMES. NEXT FLT; DFW TO HRL; SAME AIRPLANE. WE WERE LEGAL FOR FLEX PWR TKOF (EPR 1.62) BUT SELECTED MAX PWR DUE TO HIGH TEMP (100 DEGS F) AND HIGH GROSS TKOF WT. #1 ENG WAS SLOW TO ACCELERATE TO MAX EPR OF 1.70. #1 THROTTLE WAS PUSHED TO THE STOP; CONTINUED TO INCREASE TO 1.67 EPR. TKOF WAS CONTINUED DUE TO CONSTANTLY INCREASING EPR. EPR WELL ABOVE FLEX PWR AND SPD APCHING V1. ENG/AUTO THROTTLES AGAIN OPERATED NORMAL IN ALL OTHER FLT REGIMES. UPON ARRIVING HRL I CONTACTED COMPANY ENG TECHNICAL AND DISPATCH PERSONNEL TO DETERMINE DISPOSITION OF #1 ENG/AUTO THROTTLE. WE ALSO DISCUSSED POSSIBLE RETURN TO DFW OR TAKING AIRPLANE OTS. I CONSULTED THE COMPANY AIRPLANE OPERATING MANUALS AND CONFERRED WITH MY FO. WE DECIDED (MYSELF; THE FO; AND COMPANY ENG TECHNICAL PERSON) TO PERFORM A STATIC ENG RUNUP PRIOR TO TKOF FROM HRL TO DETERMINE PERFORMANCE OF THE #1 ENG. WE ALSO DECIDED IF ACTUAL EPR WAS WELL ABOVE FLEX (1.62) REQUIRED AND WE WERE LEGAL FOR A FLEX TKOF (WE WERE); THAT FLEX V1; VR AND V2 WOULD BE USED WITH THE MAX THRUST SETTINGS AND THE TKOF CONTINUED. THIS WOULD PROVIDE A HIGH LEVEL OF SAFETY. #1 ENG REACHED 1.68; MAX WAS 1.69. ALL OTHER ENG INDICATIONS WERE NORMAL. TKOF CONTINUED AND OPERATED NORMAL TO DFW. #1 ENG WRITTEN UP DFW. THE NORMALS SECTION OF THE OPS MANUAL IS CONFUSING AND MAY HAVE BEEN MISUNDERSTOOD WHETHER IT APPLIED TO THIS SIT ALLOWING TKOF TO CONTINUE.