RPTR EXPERIENCED ENG OVERHEAT ON CLB AND RETURNED TO POINT OF DEP.

Narrative

ON CLBOUT FROM DCA TO THE NW; AUTO THROTTLES ENGAGED HAND FLOWN BY THE COPLT; WE FELT A BUMP AFTER PASSING 10000 FT WHILE BEGINNING TO ACCELERATE. I SPOTTED THE R ENG EGT IN THE OVERHEAT RANGE. THE PWR ON THAT ENG WAS REDUCED TO IDLE. THE TEMP WAS SLIGHTLY HIGH BUT WITHIN LIMITS. THE DECISION WAS MADE TO LEAVE THE ENG RUNNING AFTER THE APPROPRIATE CHKLIST WERE USED. THE ENG WAS KEPT AT IDLE AND WE RETURNED TO DCA AFTER CONSIDERING IAD; SINCE WE WERE FAMILIAR WITH DCA; HAD CHARTS OUT KNEW THE WX AND NOTAMS AND HAD DCA VISUALLY. REVIEWED ENG FAILURE CHKLIST FOR PREPARATION OF POTENTIAL ENG FAILURE. HAD THE FLT ATTENDANTS PREP THE CABIN. RETURNED TO DCA FOR AN UNEVENTFUL LNDG. OF NOTE; WE HAPPENED TO HAVE A FAA SAFETY INSPECTOR IN THE COCKPIT; GIVING US A CHKRIDE. I USED HIM ON THE SECOND RADIO TO CONTACT THE COMPANY AND COORDINATE THINGS ON THAT END. HE WAS ALSO USED AS A BACK UP ON THE APCH AND LNDG AND WAS ASKED FOR ANY HELPFUL SUGGESTIONS; INPUTS. IT WAS NICE TO HAVE ADDITIONAL HELP AND AN EXTRA SET OF EYES AND EARS DURING THIS TIME. A 2- PERSON CREW IN AN EMER SIT IS ALWAYS GLAD TO HAVE EXTRA HELP; ESPECIALLY WHEN TIME IS OF THE ESSENCE.