B-727; ON A FRY FLT; OVERTEMPS ENG ON TKOF. COCKPIT COORD MGMNT SLIPPED.

Narrative

UPON GEAR RETRACTION MY DUTIES REQUIRE ME TO CHK GEAR AND TAIL SKID LIGHTS; AND HYD PRESSURES AND QUANTITIES ON THE FE'S PANEL; CHK GEAR AND DOOR LIGHTS OUT ON FORWARD INSTS PANEL. UPON RETURNING MY MONITORING TO ENG INSTS I NOTICED #3 ENG EPR AT 2.35 (MAX PWR FOR TKOF WITH ENG A/I ON WAS 2.18). I IMMEDIATELY READJUSTED THE EPR TO 2.18. AS THIS WAS A 44 MIN FLT WE BECAME VERY BUSY WITH DEP AND ARR DUTIES; RADIO CALLS AND CHKLISTS. SHORTLY AFTER BEGINNING DSCNT I ASKED IF ANYONE HAD SEEN HOW HIGH THE ENG WENT (IN REF TO OTHER PARAMETERS) BOTH CAPT AND FO SAID NO. THE FAA INSPECTOR CONDUCTING LINE CHK SAID HE SAW 730 DEGS CENTIGRADE ON #3 EGT (650 DEGS MAX FOR TKOF). ALTHOUGH I FOUND THIS DIFFICULT TO BELIEVE I HAD NO CHOICE BUT TO ACCEPT IT. AFTER ENG WAS BROUGHT BACK TO WITHIN NORMAL TKOF EPR LIMITS; IT PERFORMED NORMALLY FOR REMAINDER OF FLT. AS I HAVE ALMOST 10 YRS OF JET ENG MAINT; AND AFTER DISCUSSIONS WITH COMPANY TECHNICIANS; I STILL DO NOT BELIEVE THE ENG REACHED 730 DEGS CENTIGRADE. THE COMPANY PULLED THE ENG FOR MAINT AS REQUIRED; ASSUMING IT WAS ACTUALLY OVERTEMPED. UPSHOT OF THIS IS: FLT WAS CONTINUED WITH AN ENG THAT MAY HAVE EXCEEDED LIMITATIONS; AND MAYBE SHOULD HAVE BEEN SHUT DOWN; AND A RETURN TO DEP ARPT EXECUTED.