Narrative:

ATC cleared us for takeoff; taxied onto runway; stopped the aircraft and transferred controls to the first officer. He advanced throttles toward manual max to EPR setting; first officer said 'set power'; when setting power I noticed amber line on EPR below green carrot; looked at the airspeed as it approached eighty knots; then checking engine instrument I had amber indications on both engines; the right egt rising through 79; and the left N3 amber. For safety of flight I chose to abort not sure of the reliability of both engines. Started the abort; called 'abort'. The rejected takeoff applied brakes aggressively. The aircraft was slowed and we exited the runway. Engine instruments were now at normal indications. ATC asked reason for abort we said indications; we requested a place to analyze the aircraft (run checklist) [and] they cleared us to taxi to the cargo pad straight ahead. First officer made PA to the pax regarding the abort. Upon arrival at pad before we could analyze the aircraft; the flight attendant called up and advised of a medical emergency. We did not know the severity of the medical emergency so; we requested a gate from ATC. We parked at gate; ran parking checklist; talked to flight attendant about medical which ended up being a panic attack. Then had agent to deplane pax. First officer went out for post flight walk around the aircraft; [and] first officer informed me on his return that the fuse plugs blew. I made phone calls to dispatch; the duty pilot; and mx control. Then went out myself to check the aircraft. Then I called the 757 fleet manager. Outside mx arrived promptly to the aircraft; he asked what happened and to write it up in the logbook. Completed logbook. After pax deplaned and aircraft cleaned; I requested a post briefing with the crew. The extra taxi for the medical emergency added to the already hot brakes causing the fuse plugs to blow.I feel part of my abort decision was influenced by earlier events in the week. I had a stuck throttle; I heard about a stuck elevator abort; the failure of one engine is manageable when the other engine is at a hundred percent. So even though we briefed the takeoff; in that split second my mind said something's not safe and I aborted. Both the first officer and I are new to the aircraft; better aom/MEL procedures would be of help. The aircraft had [an] MEL which was a factor in the event. It had numerous notes that are different from standard; we looked them up and briefed them before leaving. The takeoff was uneventful but not sure we missed something regarding the MEL we spent cruise studying the manuals. After studying we still weren't sure if we were setting up the aircraft right per the MEL. I called the 757 fleet manager for clarification; we changed the settings for the takeoff.

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Original NASA ASRS Text

Title: B757 flight crew reported they rejected the takeoff when engine EGT temperatures reached the amber range.

Narrative: ATC cleared us for takeoff; taxied onto runway; stopped the aircraft and transferred controls to the FO. He advanced throttles toward manual max TO EPR setting; FO said 'set power'; when setting power I noticed amber line on EPR below green carrot; looked at the airspeed as it approached eighty knots; then checking engine instrument I had amber indications on both engines; the right EGT rising through 79; and the left N3 amber. For safety of flight I chose to abort not sure of the reliability of both engines. Started the abort; called 'abort'. The RTO applied brakes aggressively. The aircraft was slowed and we exited the runway. Engine instruments were now at normal indications. ATC asked reason for abort we said indications; we requested a place to analyze the aircraft (run checklist) [and] they cleared us to taxi to the cargo pad straight ahead. FO made PA to the pax regarding the abort. Upon arrival at pad before we could analyze the aircraft; the FA called up and advised of a medical emergency. We did not know the severity of the medical emergency so; we requested a gate from ATC. We parked at gate; ran parking checklist; talked to FA about medical which ended up being a panic attack. Then had agent to deplane pax. FO went out for post flight walk around the aircraft; [and] FO informed me on his return that the fuse plugs blew. I made phone calls to dispatch; the duty pilot; and mx control. Then went out myself to check the aircraft. Then I called the 757 fleet manager. Outside mx arrived promptly to the aircraft; he asked what happened and to write it up in the logbook. Completed logbook. After pax deplaned and aircraft cleaned; I requested a post briefing with the crew. The extra taxi for the medical emergency added to the already hot brakes causing the fuse plugs to blow.I feel part of my abort decision was influenced by earlier events in the week. I had a stuck throttle; I heard about a stuck elevator abort; the failure of one engine is manageable when the other engine is at a hundred percent. So even though we briefed the takeoff; in that split second my mind said something's not safe and I aborted. Both the FO and I are new to the aircraft; better AOM/MEL procedures would be of help. The aircraft had [an] MEL which was a factor in the event. It had numerous notes that are different from standard; we looked them up and briefed them before leaving. The takeoff was uneventful but not sure we missed something regarding the MEL we spent cruise studying the manuals. After studying we still weren't sure if we were setting up the aircraft right per the MEL. I called the 757 fleet manager for clarification; we changed the settings for the takeoff.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.