2010-06 · NASA ASRS report 895095
B757-200 flight crew discovered an EGT limit had been exceeded and recorded by the EGT gauge sometime earlier in their flight. After discussing the issue with Maintenance the crew elected to divert for maintenance inspection.
Shortly after level off at FL350 the First Officer noted and mentioned a small white number (654) displayed under the right engine EGT. No EICAS or status messages were displayed. The only reference we could find to this display was in the engine and APU systems section of the flight manual; which stated it was max EGT attained. We contacted Dispatch and Maintenance and discussed the engine temperature and condition with the Maintenance Engine Controller. He stated that without the airplane on the ground he would not be able to determine the length of time the engine exceeded the temperature limits and what if any further actions were necessary. By the time we completed our discussion with Maintenance we were 80 NM west of ZZZ. The First Officer and I decided to divert to ZZZ to further evaluate the engine. On approach to ZZZ we determined the landing weight of 200;000 LBS was over the max landing weight by 2;000 LBS. We checked the runway limit weight and performance limit weight to assure acceptable performance and we decided that landing slightly overweight was the safest course of action. On the ground Maintenance reviewed the engine data and it was determined the engine was safe to operate. An overweight landing check was performed by Maintenance and a short time later we departed. Engine operation was normal and within limits for the entire flight.
The right engine was over temped sometime during the takeoff roll or initial climb out. During taxi out a windshear advisory was given for our departure Runway 8. We delayed the takeoff till the warning passed and elected to use max thrust for takeoff. While approaching level off we noticed the small white indication of 654 was indicated on the EICAS below the EGT. After level off the Captain contacted Maintenance to check and see if they could pull down the data and duration of the over temperature. Maintenance was unable to pull the data and explained that once the aircraft was on the ground they would do an inspection. Neither Maintenance nor our flight manual gives any guidance on what to do with an over temped engine. The Captain and I decided that since we could not determine the condition of the engine; that the safest course was to divert and have an inspection completed instead of flying for 2 more hours to destination.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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