Narrative:

Departed ZZZ at night as PNF with #1 engine anti-ice MEL'ed at abc with anti-ice valve faulted. MEL called for anti-ice valve to be locked open as maintenance procedure. Both captain and I queried maintenance about advisability of operating in ZZZ during the summer with anti-ice on. We also consulted aircraft operations manual limitations and found outside air temperature not a limiting factor with rolls royce engines but did find a 'caution' statement in the aircraft operations manual about operations with anti-ice on with ambient temperatures above 10 degrees C. Maintenance technician's response to me was (paraphrased) 'it was not (our) job to be second-guessing dispatch control and/or maintenance control about (this)....' so, on takeoff/initial climb out, this is what I believe happened: on takeoff roll, autothrottles on, maximum EPR selected (per MEL), engines indicated normal. At approximately 1000 ft AGL, captain called for climb power and as I reached for the climb thrust push button, both captain and I viewed #1 egt display change to red (indicates exceedence). Captain retarded #1 power lever to bring egt below limits. Naturally, autothrottles drove #2 thrust lever to compensate for lost (overall) thrust and thus #2 engine egt exceeded limits as well! Callback conversation with reporter revealed the following information: the reporter stated when maintenance was questioned about the operation of #1 engine with the anti-ice valve inoperative open they brushed it off with no positive answer. The reporter said with the high ambient field temperature at takeoff would make #1 engine operate close to limits. The reporter said after the temperature exceedence of both engines maintenance checked both engines per the maintenance manual and found no damage.

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Original NASA ASRS Text

Title: A B757-200 ON TKOF WITH HIGH AMBIENT FIELD TEMP ENGS #1 AND #2 EXCEEDED EGT LIMITS CAUSED BY #1 ENG ANTI-ICE VALVE DEFERRED INOP OPEN.

Narrative: DEPARTED ZZZ AT NIGHT AS PNF WITH #1 ENG ANTI-ICE MEL'ED AT ABC WITH ANTI-ICE VALVE FAULTED. MEL CALLED FOR ANTI-ICE VALVE TO BE LOCKED OPEN AS MAINT PROC. BOTH CAPT AND I QUERIED MAINT ABOUT ADVISABILITY OF OPERATING IN ZZZ DURING THE SUMMER WITH ANTI-ICE ON. WE ALSO CONSULTED ACFT OPS MANUAL LIMITATIONS AND FOUND OUTSIDE AIR TEMP NOT A LIMITING FACTOR WITH ROLLS ROYCE ENGS BUT DID FIND A 'CAUTION' STATEMENT IN THE ACFT OPS MANUAL ABOUT OPS WITH ANTI-ICE ON WITH AMBIENT TEMPS ABOVE 10 DEGS C. MAINT TECHNICIAN'S RESPONSE TO ME WAS (PARAPHRASED) 'IT WAS NOT (OUR) JOB TO BE SECOND-GUESSING DISPATCH CTL AND/OR MAINT CTL ABOUT (THIS)....' SO, ON TKOF/INITIAL CLBOUT, THIS IS WHAT I BELIEVE HAPPENED: ON TKOF ROLL, AUTOTHROTTLES ON, MAX EPR SELECTED (PER MEL), ENGS INDICATED NORMAL. AT APPROX 1000 FT AGL, CAPT CALLED FOR CLB PWR AND AS I REACHED FOR THE CLB THRUST PUSH BUTTON, BOTH CAPT AND I VIEWED #1 EGT DISPLAY CHANGE TO RED (INDICATES EXCEEDENCE). CAPT RETARDED #1 PWR LEVER TO BRING EGT BELOW LIMITS. NATURALLY, AUTOTHROTTLES DROVE #2 THRUST LEVER TO COMPENSATE FOR LOST (OVERALL) THRUST AND THUS #2 ENG EGT EXCEEDED LIMITS AS WELL! CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED WHEN MAINT WAS QUESTIONED ABOUT THE OP OF #1 ENG WITH THE ANTI-ICE VALVE INOP OPEN THEY BRUSHED IT OFF WITH NO POSITIVE ANSWER. THE RPTR SAID WITH THE HIGH AMBIENT FIELD TEMP AT TKOF WOULD MAKE #1 ENG OPERATE CLOSE TO LIMITS. THE RPTR SAID AFTER THE TEMP EXCEEDENCE OF BOTH ENGS MAINT CHKED BOTH ENGS PER THE MAINT MANUAL AND FOUND NO DAMAGE.

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.