Narrative:

On takeoff roll at 100-110 KTS, the left engine overtemp light came on, then the right engine overtemp light came on shortly thereafter. My first officer stated the problem. I said, 'roger, continuing.' we lifted off climbing in a normal manner and on profile. Approaching 1000 ft AGL, I retarded the throttles to N1 climb setting. The overheat lights went out and the engine indications were normal for an N1 climb. I continued to fly a normal profile departure to en route cruise. My first officer did state, at the point of power reduction, that the left engine peaked at 965 degree C and the right engine 940 degree C for no more than 2 seconds. The engines continued to produce normal power on climb out and cruise. I made the decision to continue to san francisco. My air carrier's flight standards manual states 'above 80 KTS, if egt exceeds the maximum limit (red line, 930 degrees C), do not retard the throttle since this will affect the takeoff distance. When the captain judges that altitude (minimum 400 ft AGL) and airspeed are acceptable, the throttle should be retarded until egt is within limits in accordance with the 'engine overtemp during takeoff or in-flight.' engine overtemp during takeoff or flight procedures do not require a return to the airport of departure if egt is maintained within limits. The egt remained within limits for the duration of the flight to san francisco. At no time did I believe that safety of flight was compromised. I consulted with maintenance control after completion of the flight, noting in the aircraft log, temperature and duration of the event.

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Original NASA ASRS Text

Title: AN ACR B737 CREW HAD BOTH ENGS OVERTEMP ON TKOF. WX FACTORS TAILWIND TKOF EXTENDING TKOF RUN AND EXPOSURE TO OVERTEMP CONDITION.

Narrative: ON TKOF ROLL AT 100-110 KTS, THE L ENG OVERTEMP LIGHT CAME ON, THEN THE R ENG OVERTEMP LIGHT CAME ON SHORTLY THEREAFTER. MY FO STATED THE PROB. I SAID, 'ROGER, CONTINUING.' WE LIFTED OFF CLBING IN A NORMAL MANNER AND ON PROFILE. APCHING 1000 FT AGL, I RETARDED THE THROTTLES TO N1 CLB SETTING. THE OVERHEAT LIGHTS WENT OUT AND THE ENG INDICATIONS WERE NORMAL FOR AN N1 CLB. I CONTINUED TO FLY A NORMAL PROFILE DEP TO ENRTE CRUISE. MY FO DID STATE, AT THE POINT OF PWR REDUCTION, THAT THE L ENG PEAKED AT 965 DEG C AND THE R ENG 940 DEG C FOR NO MORE THAN 2 SECONDS. THE ENGS CONTINUED TO PRODUCE NORMAL PWR ON CLBOUT AND CRUISE. I MADE THE DECISION TO CONTINUE TO SAN FRANCISCO. MY ACR'S FLT STANDARDS MANUAL STATES 'ABOVE 80 KTS, IF EGT EXCEEDS THE MAX LIMIT (RED LINE, 930 DEGS C), DO NOT RETARD THE THROTTLE SINCE THIS WILL AFFECT THE TKOF DISTANCE. WHEN THE CAPT JUDGES THAT ALT (MINIMUM 400 FT AGL) AND AIRSPD ARE ACCEPTABLE, THE THROTTLE SHOULD BE RETARDED UNTIL EGT IS WITHIN LIMITS IN ACCORDANCE WITH THE 'ENG OVERTEMP DURING TKOF OR INFLT.' ENG OVERTEMP DURING TKOF OR FLT PROCS DO NOT REQUIRE A RETURN TO THE ARPT OF DEP IF EGT IS MAINTAINED WITHIN LIMITS. THE EGT REMAINED WITHIN LIMITS FOR THE DURATION OF THE FLT TO SAN FRANCISCO. AT NO TIME DID I BELIEVE THAT SAFETY OF FLT WAS COMPROMISED. I CONSULTED WITH MAINT CTL AFTER COMPLETION OF THE FLT, NOTING IN THE ACFT LOG, TEMP AND DURATION OF THE EVENT.

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.