A B757-200 Crew reported an engine over temperature detected at cruise may have occurred during the maximum power takeoff.
Synopsis
A B757-200 Crew reported an engine over temperature detected at cruise may have occurred during the maximum power takeoff.
Narrative
I was Pilot Monitoring. This was the second leg of the day with this aircraft. Due to a MEL item; maximum power takeoff was required; normal takeoff in VMC. Approximately 45 minutes into flight at cruise; I was doing a fuel check and noticed a 300 pound fuel split. I checked the fuel flow and noticed the left fuel flow was around 200 pounds greater than the right; the EPR was slightly higher and so was the EGT. I mentioned this to the Captain and he observed an EGT exceedance of 889 displayed in white; in a white box below the actual EGT indication. Apparently the left EGT had over temped at some point during the flight (most likely during the required maximum power takeoff). This went unnoticed by us until this point. We looked in the QRH and the red book for an applicable procedure and also found no history in the maintenance logbook. At this point the Captain attempted to contact Maintenance through a phone patch with Dispatch. We were unable to phone patch. The engine operated normally throughout the flight (as it had on the previous leg) and we made an uneventful landing.
Second reporter narrative
Possible over temperature of left engine occurred; probably during takeoff phase of flight (maximum power; warm day; sea level). Approximately 45 minutes into flight; at FL380; after a busy period of departure and contacting Center; we both noticed that an EGT exceedance of 889 degrees was noted on the left engine (white numbers below normal EGT digital readout). This temperature most probably occurred during the takeoff phase of flight; although neither of us noted anything unusual during takeoff or climbout. We had no way to determine at the time whether this was an actual over temperature condition or not; since this temperature is allowable for up to twenty seconds after application of TOGA power. We attempted to contact Maintenance via telephone patch for the next 45 minutes without success. Our purpose in doing so was to find out more information about the possible exceedance of a limitation and to determine if the company would prefer the aircraft (potentially) be grounded for extensive repairs at our planned destination or elsewhere. Ultimately; we passed the point where any destination but the planned one made no sense; discontinued our efforts; descended; and arrived normally as scheduled. We were both surprised to realize how easy it was to overlook the exceedance indication on the EICAS; as while the flight was a busy one due to ATC communications and its being the first time either had flown this particular route or been to this particular destination; there were no out of the ordinary distractions of any kind. This event serves as a reminder to both of us to more carefully READ each instrument during the initial climb out and periodically during cruise; so as to pick up information like this earlier. It is also sobering to realize that a direct conversation with Maintenance or Dispatch personnel is not a guarantee in many areas where company operates.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.