Narrative:

Prior to departure from dfw, #2 engine start was aborted 2 times due to egt approaching start limit of 475 degrees C. Third attempt produced a successful start. On takeoff at approximately 500 ft AGL, engine power on #2 engine thrust was reduced as engine egt rose to afm egt takeoff limit of 590 degrees C. Thought egt might have gotten as high as 601 degrees C, but was not sure as much was going on on takeoff. If egt had gone that high, it was less than 1 second, as power was already being reduced. Continued on to destination (cos). Stayed overnight. Had same aircraft the next morning back to dfw. Was able to successfully start #2 engine on first try although egt again seemed to be hotter than normal, but within limits. On takeoff, #2 egt rose toward limit, engine power reduced to stay below aircraft flight manual 590 degrees C limit. Egt peaked at 589 degrees C. Made aircraft logbook maintenance entry that #2 engine was difficult to start due to high egt, and on takeoff (twice) engine power had to be reduced so as not to exceed takeoff egt limits (590 degrees C). On a debrief with maintenance on arrival at dfw mentioned that on first takeoff, egt may have momentarily reached 601 degrees C. Some question arose as to if logbook entry should have been made after first takeoff. Actual manufacturer's engine egt limit for engine on takeoff is 625 degrees C, aircraft flight manual 590 degrees C limit is company 'warranty/service life' limit for normal/reduced thrust takeoff. Even assuming egt on takeoff had reached 601 degrees C, no maintenance action was required. Due to the transient nature (less than 1 second above 590 degrees C) of the egt indication, I did not consider the engine to have been overtemped on the first takeoff, and no other limit had been exceeded at any other time.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACFT EQUIP PROB. THE CREW OF THIS ACR HAD OVER TEMP OR NEAR OVER TEMP PROBS WITH THE #2 ENG ON SEVERAL OCCASIONS DURING THEIR ROUND TRIP.

Narrative: PRIOR TO DEP FROM DFW, #2 ENG START WAS ABORTED 2 TIMES DUE TO EGT APCHING START LIMIT OF 475 DEGS C. THIRD ATTEMPT PRODUCED A SUCCESSFUL START. ON TKOF AT APPROX 500 FT AGL, ENG PWR ON #2 ENG THRUST WAS REDUCED AS ENG EGT ROSE TO AFM EGT TKOF LIMIT OF 590 DEGS C. THOUGHT EGT MIGHT HAVE GOTTEN AS HIGH AS 601 DEGS C, BUT WAS NOT SURE AS MUCH WAS GOING ON ON TKOF. IF EGT HAD GONE THAT HIGH, IT WAS LESS THAN 1 SECOND, AS PWR WAS ALREADY BEING REDUCED. CONTINUED ON TO DEST (COS). STAYED OVERNIGHT. HAD SAME ACFT THE NEXT MORNING BACK TO DFW. WAS ABLE TO SUCCESSFULLY START #2 ENG ON FIRST TRY ALTHOUGH EGT AGAIN SEEMED TO BE HOTTER THAN NORMAL, BUT WITHIN LIMITS. ON TKOF, #2 EGT ROSE TOWARD LIMIT, ENG PWR REDUCED TO STAY BELOW ACFT FLT MANUAL 590 DEGS C LIMIT. EGT PEAKED AT 589 DEGS C. MADE ACFT LOGBOOK MAINT ENTRY THAT #2 ENG WAS DIFFICULT TO START DUE TO HIGH EGT, AND ON TKOF (TWICE) ENG PWR HAD TO BE REDUCED SO AS NOT TO EXCEED TKOF EGT LIMITS (590 DEGS C). ON A DEBRIEF WITH MAINT ON ARR AT DFW MENTIONED THAT ON FIRST TKOF, EGT MAY HAVE MOMENTARILY REACHED 601 DEGS C. SOME QUESTION AROSE AS TO IF LOGBOOK ENTRY SHOULD HAVE BEEN MADE AFTER FIRST TKOF. ACTUAL MANUFACTURER'S ENG EGT LIMIT FOR ENG ON TKOF IS 625 DEGS C, ACFT FLT MANUAL 590 DEGS C LIMIT IS COMPANY 'WARRANTY/SVC LIFE' LIMIT FOR NORMAL/REDUCED THRUST TKOF. EVEN ASSUMING EGT ON TKOF HAD REACHED 601 DEGS C, NO MAINT ACTION WAS REQUIRED. DUE TO THE TRANSIENT NATURE (LESS THAN 1 SECOND ABOVE 590 DEGS C) OF THE EGT INDICATION, I DID NOT CONSIDER THE ENG TO HAVE BEEN OVERTEMPED ON THE FIRST TKOF, AND NO OTHER LIMIT HAD BEEN EXCEEDED AT ANY OTHER TIME.

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.