Narrative:

During takeoff automatic throttles seemed slow to respond to toga command. Throttles helped manually to flex EPR of 1.62. Takeoff continued. Engines/automatic throttles operated normal in all other flight regimes. Next flight, dfw to hrl, same airplane. We were legal for flex power takeoff (EPR 1.62) but selected maximum power due to high temperature (100 degrees F) and high gross takeoff weight. #1 engine was slow to accelerate to maximum EPR of 1.70. #1 throttle was pushed to the stop, continued to increase to 1.67 EPR. Takeoff was continued due to constantly increasing EPR. EPR well above flex power and speed approaching V1. Engine/automatic throttles again operated normal in all other flight regimes. Upon arriving hrl I contacted company engine technical and dispatch personnel to determine disposition of #1 engine/automatic throttle. We also discussed possible return to dfw or taking airplane OTS. I consulted the company airplane operating manuals and conferred with my first officer. We decided (myself, the first officer, and company engine technical person) to perform a static engine runup prior to takeoff from hrl to determine performance of the #1 engine. We also decided if actual EPR was well above flex (1.62) required and we were legal for a flex takeoff (we were), that flex V1, vr and V2 would be used with the maximum thrust settings and the takeoff continued. This would provide a high level of safety. #1 engine reached 1.68, maximum was 1.69. All other engine indications were normal. Takeoff continued and operated normal to dfw. #1 engine written up dfw. The normals section of the operations manual is confusing and may have been misunderstood whether it applied to this situation allowing takeoff to continue.

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Original NASA ASRS Text

Title: ACR MLG OPERATED OUTSIDE OF AIRWORTHINESS STANDARDS WITH QUESTIONABLE ENG PERFORMANCE DURING TKOF PROC REGIMES.

Narrative: DURING TKOF AUTO THROTTLES SEEMED SLOW TO RESPOND TO TOGA COMMAND. THROTTLES HELPED MANUALLY TO FLEX EPR OF 1.62. TKOF CONTINUED. ENGS/AUTO THROTTLES OPERATED NORMAL IN ALL OTHER FLT REGIMES. NEXT FLT, DFW TO HRL, SAME AIRPLANE. WE WERE LEGAL FOR FLEX PWR TKOF (EPR 1.62) BUT SELECTED MAX PWR DUE TO HIGH TEMP (100 DEGS F) AND HIGH GROSS TKOF WT. #1 ENG WAS SLOW TO ACCELERATE TO MAX EPR OF 1.70. #1 THROTTLE WAS PUSHED TO THE STOP, CONTINUED TO INCREASE TO 1.67 EPR. TKOF WAS CONTINUED DUE TO CONSTANTLY INCREASING EPR. EPR WELL ABOVE FLEX PWR AND SPD APCHING V1. ENG/AUTO THROTTLES AGAIN OPERATED NORMAL IN ALL OTHER FLT REGIMES. UPON ARRIVING HRL I CONTACTED COMPANY ENG TECHNICAL AND DISPATCH PERSONNEL TO DETERMINE DISPOSITION OF #1 ENG/AUTO THROTTLE. WE ALSO DISCUSSED POSSIBLE RETURN TO DFW OR TAKING AIRPLANE OTS. I CONSULTED THE COMPANY AIRPLANE OPERATING MANUALS AND CONFERRED WITH MY FO. WE DECIDED (MYSELF, THE FO, AND COMPANY ENG TECHNICAL PERSON) TO PERFORM A STATIC ENG RUNUP PRIOR TO TKOF FROM HRL TO DETERMINE PERFORMANCE OF THE #1 ENG. WE ALSO DECIDED IF ACTUAL EPR WAS WELL ABOVE FLEX (1.62) REQUIRED AND WE WERE LEGAL FOR A FLEX TKOF (WE WERE), THAT FLEX V1, VR AND V2 WOULD BE USED WITH THE MAX THRUST SETTINGS AND THE TKOF CONTINUED. THIS WOULD PROVIDE A HIGH LEVEL OF SAFETY. #1 ENG REACHED 1.68, MAX WAS 1.69. ALL OTHER ENG INDICATIONS WERE NORMAL. TKOF CONTINUED AND OPERATED NORMAL TO DFW. #1 ENG WRITTEN UP DFW. THE NORMALS SECTION OF THE OPS MANUAL IS CONFUSING AND MAY HAVE BEEN MISUNDERSTOOD WHETHER IT APPLIED TO THIS SIT ALLOWING TKOF TO CONTINUE.

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.