Narrative:

On climb out from mqt (en route to dtw) while passing 5000 ft MSL, I noticed that I had a stuck fuel trimmer on the right engine, i.e., it would not trim back from its 100 percent setting. Slowly the engine temperature started to rise in excess of 755 degrees (normal cruise setting). Eventually, it stabilized at about 842 degrees. Throttle reduction and increased airspeed had no effect on the setting. It remained at about 842 degrees. I cycled the circuit breaker, but to no avail. In the meantime, I contacted our maintenance department through dispatch and they suggested I vary the RPM considerably. Shortly thereafter, the trimmer broke loose. I then set the trimmer at 755 degrees and proceeded to dtw. All told, I ran the engine at about 13000 RPM to 842 degrees for about 15 mins. Because of complacency on my part, I made 2 mistakes during this incident that I did not recognize until the following day when my chief pilot talked to me: 1) I mistakenly thought I could run the engine at 885 degrees maximum continuous, and 2) because I thought I could run the engine at 885 degrees, I did not realize I had overtemped. Thus, I did not write it up on the maintenance log after I landed. (885 degrees only applies at 15000 RPM.) the fault was clearly mine. I am an experienced pilot (32 yrs) and I know better. Suffice to say I am most embarrassed. I can assure you that I am taking a long, hard look at myself. This type of event will not happen again. For the record, this is the first time I have ever felt it necessary to submit a NASA report.

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Original NASA ASRS Text

Title: COMMUTER MDT WAS OPERATED AT AN EGT OVER MAX ALLOWABLE FOR RPM BEING USED.

Narrative: ON CLBOUT FROM MQT (ENRTE TO DTW) WHILE PASSING 5000 FT MSL, I NOTICED THAT I HAD A STUCK FUEL TRIMMER ON THE R ENG, I.E., IT WOULD NOT TRIM BACK FROM ITS 100 PERCENT SETTING. SLOWLY THE ENG TEMP STARTED TO RISE IN EXCESS OF 755 DEGS (NORMAL CRUISE SETTING). EVENTUALLY, IT STABILIZED AT ABOUT 842 DEGS. THROTTLE REDUCTION AND INCREASED AIRSPD HAD NO EFFECT ON THE SETTING. IT REMAINED AT ABOUT 842 DEGS. I CYCLED THE CIRCUIT BREAKER, BUT TO NO AVAIL. IN THE MEANTIME, I CONTACTED OUR MAINT DEPT THROUGH DISPATCH AND THEY SUGGESTED I VARY THE RPM CONSIDERABLY. SHORTLY THEREAFTER, THE TRIMMER BROKE LOOSE. I THEN SET THE TRIMMER AT 755 DEGS AND PROCEEDED TO DTW. ALL TOLD, I RAN THE ENG AT ABOUT 13000 RPM TO 842 DEGS FOR ABOUT 15 MINS. BECAUSE OF COMPLACENCY ON MY PART, I MADE 2 MISTAKES DURING THIS INCIDENT THAT I DID NOT RECOGNIZE UNTIL THE FOLLOWING DAY WHEN MY CHIEF PLT TALKED TO ME: 1) I MISTAKENLY THOUGHT I COULD RUN THE ENG AT 885 DEGS MAX CONTINUOUS, AND 2) BECAUSE I THOUGHT I COULD RUN THE ENG AT 885 DEGS, I DID NOT REALIZE I HAD OVERTEMPED. THUS, I DID NOT WRITE IT UP ON THE MAINT LOG AFTER I LANDED. (885 DEGS ONLY APPLIES AT 15000 RPM.) THE FAULT WAS CLRLY MINE. I AM AN EXPERIENCED PLT (32 YRS) AND I KNOW BETTER. SUFFICE TO SAY I AM MOST EMBARRASSED. I CAN ASSURE YOU THAT I AM TAKING A LONG, HARD LOOK AT MYSELF. THIS TYPE OF EVENT WILL NOT HAPPEN AGAIN. FOR THE RECORD, THIS IS THE FIRST TIME I HAVE EVER FELT IT NECESSARY TO SUBMIT A NASA RPT.

Data retrieved from NASA's ASRS site as of July 2007 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.