TKOF ABORT DUE TO IMPROPER COCKPIT PROCS.

Narrative

ON DEPARTING RWY 21C AT DETROIT METRO ARPT; L ENG WAS NOT MAKING STANDARD PWR (AT 20 DEG CENTIGRADE ENG SHOULD MAKE 88 PERCENT TORQUE WITH AN EGT LIMIT OF NO MORE THAN 650 DEGS CENTIGRADE) AT 60 KTS; PWR CHK WAS ABNORMAL. CAPT CALLED FOR THE ABORT. AS THE ACFT WAS DECELERATING; I OBSERVED THE L ENG SPD LEVER RETARDED SLIGHTLY AFT OF FIREWALL. THEREFORE ENG SPD WAS HOVERING AROUND 98-99 PERCENT. THIS CAUSED THE FUEL SCHEDULE TO BYPASS FUEL TO THE ENG AND INDICATED A BLUE LIGHT IN THE COCKPIT. THE CAPT MADE A DECISIVE MOVE BY ABORTING THE TKOF WHICH I FELT WAS IN THE BEST INTEREST OF SAFETY. WE PULLED OFF THE RWY; TAXIED TO A RUNUP PAD NEARBY TO ASSESS THE SIT. WE DISCUSSED THE PROB AND RAN THE L SPD LEVER TO HIGH. WE ENSURED THAT IT WAS LOCKED INTO POS; THEN RAN THE PWR LEVERS TO TKOF PWR. RPM WAS AT 100 PERCENT. TORQUE WAS STABILIZED AT 88 PERCENT WITH 630 DEG CENTIGRADE ON THE EGT. ALL INDICATIONS WERE NORMAL BASED ON THE SUCCESSFUL OUTCOME OF THE STATIC PWR CHK. WE FELT THERE WAS NO REASON TO RETURN TO THE GATE. WE TOOK OFF WITHOUT ANY OTHER ABNORMALITIES. PRIOR TO TAKING THE ACTIVE RWY; I WILL ENSURE THE FRICTION LOCK IS COMPLETELY TIGHT; HOLDING THE SPD LEVERS IN THEIR RESPECTIVE POSITIONS.