PIC ABORTS TKOF IN WDB ACFT DUE TO RISING TGT ON #3 ENG WHICH FINALLY EXCEEDED ITS LIMITS. NO OTHER CALLOUTS FROM OTHER FLC MEMBERS.

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ON JUN/THU/96 I WAS THE CAPT OF FLT DEPARTING FROM DFW TO HNL. IT WAS DECIDED THAT MY FO WOULD FLY THE LEG FROM DFW TO HNL. WE WERE CLRED FOR TKOF ON RWY 18L AT DFW. THE PWR WAS APPLIED AND THE ACFT WAS ACCELERATING NORMALLY. SOME TIME AFTER PASSING 130 KTS I OBSERVED THE #3 ENG TGT APCHING ITS LIMITS. I RETARDED THE PWR LEVER SLIGHTLY IN AN EFFORT TO CTL THE RISING TGT. HOWEVER; ALMOST IMMEDIATELY AFTER THIS ACTION THE #3 ENG TGT REACHED ITS LIMITS AND WE RECEIVED A RED WARNING LIGHT VERIFYING THE EXCESSIVE TEMP. OUR V1 REFUSAL SPD WAS CALCULATED AT 151 KTS AND WE WERE JUST PASSING THROUGH 140 KTS. I IMMEDIATELY INITIATED AN ABORT AND ANNOUNCED LOUDLY; ABORT; ABORT; ABORT! I WAS ABLE TO DECELERATE THE ACFT WELL WITHIN THE REMAINING RWY LENGTH. HOWEVER; IN THE INTEREST OF CONSERVING THE BRAKES; I ELECTED TO ALLOW THE ACFT TO ROLL TO THE END AND EXIT THE RWY AT THAT POINT. WE THEN TAXIED CLR OF THE RWY AND STOPPED THE ACFT ON THE CONCRETE PAD. WE SHUT DOWN ENGS #1 AND #3 AND STARTED THE APU. THIS ALLOWED FOR ADEQUATE COOLING AND DID NOT REQUIRE ME TO SET THE PARKING BRAKES. AFTER EXAMINING THE BRAKE ENERGY CHART I ELECTED TO REQUEST THE FIRE DEPT AS A PRECAUTION. I DID NOT INTEND TO ATTEMPT TO TAXI THE ACFT ANY FARTHER. I EXPECTED THE FUSE PLUGS IN THE TIRES TO MELT AND DID NOT WANT THAT TO HAPPEN IN AN AWKWARD OR UNDESIRABLE LOCATION ON THE ARPT. AFTER OUR MAINT PEOPLE AND THE FIRE DEPT ARRIVED; 6 OF THE 8 TIRES DID LOSE THEIR AIR. OUR PAX WERE TRANSPORTED TO THE TERMINAL VIA 8 BUSES IN A SAFE AND ORDERLY FASHION. THE ACFT WAS SECURED AND RELEASED TO OUR MAINT PERSONNEL. MY CREW AND I THEN RETURNED TO OPS WHERE THE APPROPRIATE PAPERS WERE FILED.