FLC OF A DA20 USED REDUCED ENG PRESSURE RATIO (EPR) DURING TKOF ROLL IN ORDER TO NOT EXCEED THE MAX ALLOWABLE EXHAUST GAS TEMP (EGT) CAUSED BY HIGHER THAN NORMAL OUTSIDE TEMPS.

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FLT WAS FROM ELP-LRD (FAR 91)-MEM-22G (WITH CARGO; FAR 135)-YIP (FAR 91). DURING FIRST 2 TKOF'S (WITH RELATIVELY HIGH OUTSIDE AIR TEMPS (OATS)); #2 ENG WAS OBSERVED TO REACH 740 DEGS F (MAX EGT); SLIGHTLY PRIOR PREDICTED TKOF EPR (APPROX 0.01-0.02 PRIOR); BUT WELL ABOVE WHAT WOULD HAVE BEEN ALLOWED FOR REDUCED EPR; UNDER DA20 ACFT MANUAL PROCS. A FEW SECONDS INTO TKOF ROLL (MAYBE 20-30 KTS); EPR WAS EQUAL TO PREDICTED TKOF EPR. PAST EXPERIENCE WITH THIS COMPANY'S ENGS (G.E.C.F.-700-2-20'S) AND THIS COMPANY'S POLICIES; LED ME TO CONCLUDE THAT THIS WAS ACCEPTABLE. AT MEM AND 22G; IN LOWER OATS; #2 ENG REACHED PREDICTED EPR WITHOUT APCHING 740 DEG F EGT. BY THE TIME WE REACHED YIP; I HAD BEEN AWAKE FOR 21 1/2 HRS. (TRIP STARTED AFTER I HAD BEEN AWAKE AND 'ON-CALL' FOR SEVERAL HRS; AND THERE WAS A 7 HR FREIGHT DELAY AT LRD). I WANTED TO ADVISE OUR ENG SHOP THAT #2 ENG WAS GETTING CLOSE TO BEING A PROB; ALTHOUGH I DIDN'T CONSIDER IT 'UNSATISFACTORY' AT THIS TIME. THE LOGBOOK SEEMED THE LOGICAL PLACE TO WRITE THIS STUFF; INCLUDING ALTS; TEMPS AND LOCATION. HOWEVER; MY WRITE-UP WASN'T PRECISE ENOUGH; AND IT IMPRESSED ALL READERS AS A CASE OF AN UNSAFE ENG; BEING FLOWN FOR 4 FLTS. RECENTLY; OUR FAR 135 CERTIFICATE WAS JOINED WITH OUR SISTER COMPANY'S FAR 121 CERTIFICATE. I'VE BEEN INFORMED THAT; EVEN THOUGH WE'RE STILL UNDER FAR 135; WE AREN'T ALLOWED TO DO REDUCED EPR TKOFS; BECAUSE OUR NEW OP SPECS DON'T SPECIFICALLY ALLOW DOING SO. (I WAS UNDER THE IMPRESSION THAT WE COULD DO ANYTHING IN THE ACFT MANUAL; NOT SPECIFICALLY PROHIBITED BY OP SPECS OR FARS). MAINT AND A TEST FLT CONFIRMED THAT THE #2 ENG IS RUNNING WITHIN ACCEPTABLE PARAMETERS. HOWEVER; MY COMPANY IS STILL RANTING AND RAVING AT ME; ABOUT IMPENDING DOOM: LARGE FINES FROM THE FAA AND GOD-KNOWS- WHAT ELSE. I RAN A GOOD; SAFE TRIP; INCLUDING DELIVERY OF A 5000 LB FREIGHT LOAD INTO A LESS-THAN-5000 FT RWY; AT NIGHT; AT MY COMPANY'S BEHEST. I FEEL THAT EVERYTHING THAT CAN POSSIBLY GO WRONG IS 'THE PIC'S FAULT' AND THE FAA IS PART OF THE PROB -- NOT PART OF THE SOLUTION!