Narrative:

Mission planning; briefing; and ground operations were normal and uneventful. The captain was the pilot flying (PF) and I was the pilot monitoring (pm). During initial takeoff roll all indications were normal; however shortly after rotation; the right engine temp indications turned red and the indicated temp was 888 degrees with the auto throttles engaged. Once safely airborne the captain reduced the power to the right engine by approximately one throttle knob width which returned the temp to the normal range. After vnav selection the temp remained in the normal range; but was 30-45 degrees hotter than the left engine. The N1 of the right engine was 3% lower than the left and the fuel flows were the same.as the climb out on the departure continued; we monitored the indications; discussed the situation; and divided the responsibilities. The captain contacted dispatch and [maintenance] and consulted the QRH for an un-annunciated engine overheat checklist. My initial duties included flying duties with the auto pilot engaged; ATC communications; and crew coordination.during the climb; the engine temp increased with our ascent. At approximately FL280 the right engine temp indications turned amber and temp entered the caution range. We reduced the throttle in order to return the temp to the normal range.there were slight delays coordinating with dispatch and [maintenance] due to communications issues. Once it was determined we had a degraded engine; we coordinated with dispatch; the flight attendants; and center for a return to [departure airport].we discussed the issue and determined the best course of action was to have fire/rescue standing by. We entered the divert information in ACARS and requested landing data from dispatch. Due to communications issues we received limited data; but I used the performance section to calculate the flaps 30 landing data. We referred to the [airport] 10-7 pages for the special engine out missed approach procedures; but they had been removed and ACARS would not allow us to attain landing data. We received numerous error messages upon our requests for landing data. Fortunately it was VFR and the engine remained operational.once the captain completed coordination with all appropriate agencies; we briefed the plan for our return; arrival procedures; landing; evacuation plan; and single engine go around. Upon completion of the briefing the captain resumed pilot flying duties. The arrival and landing were uneventful and stopped once clear of the runway for fire/rescue inspection. Once fire/rescue determined we were safe to continue; we taxied to the gate. The captain informed the ramp we needed the nose gear chocked at the gate and we had the possibility of hot brakes. Taxi and shut down were uneventful; but we received a hot brakes indication shortly after shut down.

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Original NASA ASRS Text

Title: B757 First Officer reported an engine over temperature event necessitating a return to the departure airport.

Narrative: Mission planning; briefing; and ground operations were normal and uneventful. The Captain was the Pilot Flying (PF) and I was the Pilot Monitoring (PM). During initial takeoff roll all indications were normal; however shortly after rotation; the right engine temp indications turned red and the indicated temp was 888 degrees with the auto throttles engaged. Once safely airborne the Captain reduced the power to the right engine by approximately one throttle knob width which returned the temp to the normal range. After Vnav selection the temp remained in the normal range; but was 30-45 degrees hotter than the left engine. The N1 of the right engine was 3% lower than the left and the fuel flows were the same.As the climb out on the departure continued; we monitored the indications; discussed the situation; and divided the responsibilities. The Captain contacted dispatch and [maintenance] and consulted the QRH for an un-annunciated engine overheat checklist. My initial duties included flying duties with the auto pilot engaged; ATC communications; and crew coordination.During the climb; the engine temp increased with our ascent. At approximately FL280 the right engine temp indications turned amber and temp entered the caution range. We reduced the throttle in order to return the temp to the normal range.There were slight delays coordinating with dispatch and [maintenance] due to communications issues. Once it was determined we had a degraded engine; we coordinated with dispatch; the flight attendants; and Center for a return to [departure airport].We discussed the issue and determined the best course of action was to have fire/rescue standing by. We entered the divert information in ACARS and requested landing data from dispatch. Due to communications issues we received limited data; but I used the performance section to calculate the flaps 30 landing data. We referred to the [airport] 10-7 pages for the special engine out missed approach procedures; but they had been removed and ACARS would not allow us to attain landing data. We received numerous error messages upon our requests for landing data. Fortunately it was VFR and the engine remained operational.Once the Captain completed coordination with all appropriate agencies; we briefed the plan for our return; arrival procedures; landing; Evacuation plan; and single engine go around. Upon completion of the briefing the Captain resumed pilot flying duties. The arrival and landing were uneventful and stopped once clear of the runway for fire/rescue inspection. Once fire/rescue determined we were safe to continue; we taxied to the gate. The Captain informed the ramp we needed the nose gear chocked at the gate and we had the possibility of hot brakes. Taxi and shut down were uneventful; but we received a hot brakes indication shortly after shut down.

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.