Narrative:

Our aircraft was dispatched to las with an inoperative (for pneumatics) APU. The pressure altitude at las was 2100 ft and the outside air temperature was 41 degrees C (105 degrees F) and forecast to be 43 degree C (109 degrees F). Although the external power, air, and air conditioning in las was normal, the exterior air output was insufficient for that recommended for a successful air start of an engine (due to temperature and PA combination at las). Our first attempt at starting the right engine resulted in a hung start. Company operations manual procedures were followed and a second attempt was made resulting in a successful start, but overtemping by 3 degrees C for 2 seconds. As idle speed was approached (note: the right engine remained within all limits for the remainder of the flight), the cabin temperature was getting dangerously high at this point, so in the interest of safety and passenger comfort, I decided that getting airborne quickly would be in everyone's best interest as that would be the most expedient way of cooling the cabin to safer levels. We should have coordinated with maintenance control prior to takeoff for deferral of the engine write-ups to our destination (msp). This omission was inadvertent. We did write up the problems en route and informed maintenance via ACARS.

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Original NASA ASRS Text

Title: A B757-200 WAS OPERATED IN NON COMPLIANCE WITH A #2 ENG OVERTEMP ON START BUT NOT RPTED UNTIL AFTER DEP.

Narrative: OUR ACFT WAS DISPATCHED TO LAS WITH AN INOP (FOR PNEUMATICS) APU. THE PRESSURE ALT AT LAS WAS 2100 FT AND THE OUTSIDE AIR TEMP WAS 41 DEGS C (105 DEGS F) AND FORECAST TO BE 43 DEG C (109 DEGS F). ALTHOUGH THE EXTERNAL PWR, AIR, AND AIR CONDITIONING IN LAS WAS NORMAL, THE EXTERIOR AIR OUTPUT WAS INSUFFICIENT FOR THAT RECOMMENDED FOR A SUCCESSFUL AIR START OF AN ENG (DUE TO TEMP AND PA COMBINATION AT LAS). OUR FIRST ATTEMPT AT STARTING THE R ENG RESULTED IN A HUNG START. COMPANY OPS MANUAL PROCS WERE FOLLOWED AND A SECOND ATTEMPT WAS MADE RESULTING IN A SUCCESSFUL START, BUT OVERTEMPING BY 3 DEGS C FOR 2 SECONDS. AS IDLE SPD WAS APCHED (NOTE: THE R ENG REMAINED WITHIN ALL LIMITS FOR THE REMAINDER OF THE FLT), THE CABIN TEMP WAS GETTING DANGEROUSLY HIGH AT THIS POINT, SO IN THE INTEREST OF SAFETY AND PAX COMFORT, I DECIDED THAT GETTING AIRBORNE QUICKLY WOULD BE IN EVERYONE'S BEST INTEREST AS THAT WOULD BE THE MOST EXPEDIENT WAY OF COOLING THE CABIN TO SAFER LEVELS. WE SHOULD HAVE COORDINATED WITH MAINT CTL PRIOR TO TKOF FOR DEFERRAL OF THE ENG WRITE-UPS TO OUR DEST (MSP). THIS OMISSION WAS INADVERTENT. WE DID WRITE UP THE PROBS ENRTE AND INFORMED MAINT VIA ACARS.

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.