MD80 CAPTAIN ELECTS TO REJECT TKOF ABOVE 120 KNOTS DUE TO HIGH EGT ON RIGHT ENGINE AND RETURNS TO GATE FOR MAINTENANCE.

Narrative

AFTER FLYING 2 LEGS IN ACFT; WE TAXIED OFF THE GATE FOR A TKOF ON RWY 12L AT STL. THE ACFT WT WAS APPROX 142000 LBS; FLAPS 8 DEGS WITH AN OAT OF APPROX 90 DEGS. I ELECTED TO MAKE A MAX PWR TKOF. WE STARTED THE R ENG DURING TAXI AND WERE CLRED INTO POS ON RWY 12L. AFTER TKOF CLRNC WAS RECEIVED; THE R ENG WAS SLOW TO SPOOL UP FROM IDLE; TAKING SEVERAL SECONDS LONGER THAN THE L TO REACH 1.4 EPR. THE ACFT WAS STOPPED IN POS DURING THE SPOOL UP DELAY. AT 1.4 EPR; BOTH ENGS ACCELERATED NORMALLY TO MAX TKOF THRUST. AS WE ACCELERATED THROUGH 110 KTS; I NOTICED THE R EGT PASSING 590 DEGS C; AT 120 KTS THE R EGT WAS AT 620 DEGS C AND CLBING. WITH APPROX 6000 FT OF RWY LEFT; I DECIDED TO ABORT THE TKOF; SURE THAT AN ENG FAILURE WAS IMMINENT. I ANNOUNCED WE WERE ABORTING AND APPLIED REVERSE THRUST AND USED MANUAL BRAKES TO STOP AT THE END OF THE RWY AS TO AVOID A BRAKE OVERHEAT EVENT. WE TAXIED TO THE GATE WITHOUT INCIDENT AND ASKED FOR PRECONDITIONED AIR TO BE APPLIED TO THE BRAKES AS THE PAX DISEMBARKED.