AN ACR FLC HAS THE L ENG EXCEED THE TEMP LIMITS FOR TKOF; BUT THEY CONTINUE THE FLT. ONLY ON THE RETURN DOES THE CAPT INFORM MAINT AND MAKE AN ENTRY IN THE MAINT LOG.

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AS VR SPD WAS CALLED ON TKOF ROLL; I (PF) OBSERVED A RED L ENG OVERTEMP LIGHT AND A L ENG ITT OF 952 DEGS C. I ROTATED NORMALLY AS THE FO RETARDED THE L PWR LEVER AND ITT DECREASED. NO WORDS WERE SPOKEN OTHER THAN THE REQUIRED CALLS AS WE CONFIGURED AND CONDUCTED THE CLB CHKLIST. AFTER CLB CHKLIST COMPLETION AND CLB PWRS SET; THE FO CONFIRMED A READING OF 952 DEG ITT AND HIS IMMEDIATE ACTION TO RETARD PWR. BOTH ENGS WERE NOT OPERATING WITHIN LIMITS WITH CLB PWR SET. THE TKOF HAD BEEN PERFORMED WITH MAX PWR AND ENG ANTI-ICE ON AS REQUIRED BY RECENTLY REVISED OPERATING PROCS FOR THE ENVIRONMENTAL CONDITIONS PRESENT AT TKOF. WHEN REACHING VMC CONDITIONS AND ABOVE 10000 FT; I CYCLED THE L ENG ANTI-ICE SYS TO OBSERVE ITS OP. I THEN CONTACTED MAINT CTL ON THE RADIO AND ADVISED THEM OF THE EXCESSIVE TORQUE DROP AND ITT RISE WITH L ENG ANTI-ICE SELECTED. WE CONCLUDED THAT THE PROB WAS A VALVE WITHIN THE BLEED AIR SYS AND THAT IT WAS SAFE TO CONTINUE TO DEST AND RETURN. I DID NOT ADDRESS THE 952 DEG ITT EXPERIENCED ON TKOF AS I VIEWED THIS AS A CONSEQUENCE OF THE MAX PWR TKOF WITH ENG ANTI-ICE ON AT RELATIVELY HIGH OUTSIDE AIR TEMP. THE SAAB 340 FLT STANDARDS MANUAL LIMITATION SECTION STATES A TKOF PWR OR MAX PWR LIMIT OF 930 DEGS ITT. IT FURTHER STATES A TRANSIENT PWR LIMITATION OF 960 DEGS ITT FOR 12 SECONDS. THIS TRANSIENT PWR LIMIT IS QUALIFIED WITH THE WORDS 'EXCEPT TKOF.' I CONDUCTED THE FLT TO DEST AND THEN OPERATED THE RETURN FLT BECAUSE IN MY MIND THE APPROPRIATE LIMITATION WAS TRANSIENT PWR OF 960 DEG ITT FOR 12 SECONDS. I FAILED TO CONSIDER THE 'EXCEPT TKOF' QUALIFIER TO THE LIMITATION. I COMPOUNDED MY ERROR BY EXERCISING POOR CRM WITH MY FO. HE VOICED HIS CONCERN OVER THE 952 DEG ITT EXPERIENCED ON TKOF; BUT MY THOUGHT PROCESSES CTRED AROUND EVALUATING THE HEALTH OF THE L ENG AND PROVIDING MAINT WITH SPECIFICS TO TROUBLESHOOT UPON RETURN. I DID NOT 'HEAR' HIS CONCERNS BECAUSE IN MY MIND NO LIMITATIONS HAD BEEN EXCEEDED. DURING THE RETURN FLT; I FINALLY TOOK OUT MY FLT STANDARDS MANUAL TO REVIEW ABNORMAL OPS WITH ENG ANTI-ICE AS ENG ANTI-ICE WOULD BE REQUIRED FOR DSCNT AND LNDG. THIS WAS THE FIRST TIME THAT I BECAME AWARE THAT THE APPROPRIATE LIMIT WAS 930 DEG ITT. I CONTACTED MAINT AGAIN ON THE RADIO AND NOTIFIED THEM THAT MAINT WOULD BE REQUIRED PRIOR TO FURTHER FLT. I THEN WROTE 2 MAINT DISCREPANCIES; ONE CONCERNING THE L ENG ANTI-ICE OP OBSERVED IN FLT AND ONE ADDRESSING THE 952 DEG ITT ON TKOF.