Narrative:

At gear retraction the first officer noticed the l-hand engine egt exceeding the maximum limit of 645. He then slightly retarded the throttle; and the egt moved back to the normal range. After VNAV was selected the egt increased into the caution range. The throttle was adjusted and leaving 10000-12000 ft no further adjustment was required. The engines were monitored during climb and initial cruise for any further abnormalities. The high egt/compressor stall checklist and chapter 5 of the fom were reviewed and our route of flight was evaluated regarding the possible degradation of single engine performance with an engine that may overheat to the point where maximum continuous thrust would not be available. As we evaluated the 2 engines it became clear to us that the l-hand engine was not operating up to PAR. For the same EPR settings on both engines; the l-hand engine indicated 70 degrees higher egt; 6% higher N2; and 400 pounds more fuel flow. At this point our dispatcher was consulted; and after some discussion; we agreed that the diversion was the prudent course of action. Den was selected as our best option. He then asked if we wanted to talk with maintenance control; I rejected that suggestion as time was getting short for the approach to den and the maintenance controller would not be able to restore full performance of our engine with a phone patch. Dispatch was very helpful in providing us with diversion options and WX for en route and arrival portions of the flight. He advised all in den of our intentions to make this unscheduled stop. The flight attendants and passenger were advised of our situation and our plan to stop in den. The flight attendants were given all pertinent information regarding the engine condition and our approach to den including turbulence. All flight attendants were given a cabin advisory but told to expect a normal approach and landing. The approach and landing was uneventful. The station was ready for us; and all passenger were helped to a different aircraft which departed for san after some delay.

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Original NASA ASRS Text

Title: B757-200 FLT CREW DIVERT DUE TO HIGH EGT ON THE L ENG.

Narrative: AT GEAR RETRACTION THE FO NOTICED THE L-HAND ENG EGT EXCEEDING THE MAX LIMIT OF 645. HE THEN SLIGHTLY RETARDED THE THROTTLE; AND THE EGT MOVED BACK TO THE NORMAL RANGE. AFTER VNAV WAS SELECTED THE EGT INCREASED INTO THE CAUTION RANGE. THE THROTTLE WAS ADJUSTED AND LEAVING 10000-12000 FT NO FURTHER ADJUSTMENT WAS REQUIRED. THE ENGS WERE MONITORED DURING CLB AND INITIAL CRUISE FOR ANY FURTHER ABNORMALITIES. THE HIGH EGT/COMPRESSOR STALL CHKLIST AND CHAPTER 5 OF THE FOM WERE REVIEWED AND OUR RTE OF FLT WAS EVALUATED REGARDING THE POSSIBLE DEGRADATION OF SINGLE ENG PERFORMANCE WITH AN ENG THAT MAY OVERHEAT TO THE POINT WHERE MAX CONTINUOUS THRUST WOULD NOT BE AVAILABLE. AS WE EVALUATED THE 2 ENGS IT BECAME CLR TO US THAT THE L-HAND ENG WAS NOT OPERATING UP TO PAR. FOR THE SAME EPR SETTINGS ON BOTH ENGS; THE L-HAND ENG INDICATED 70 DEGS HIGHER EGT; 6% HIGHER N2; AND 400 LBS MORE FUEL FLOW. AT THIS POINT OUR DISPATCHER WAS CONSULTED; AND AFTER SOME DISCUSSION; WE AGREED THAT THE DIVERSION WAS THE PRUDENT COURSE OF ACTION. DEN WAS SELECTED AS OUR BEST OPTION. HE THEN ASKED IF WE WANTED TO TALK WITH MAINT CTL; I REJECTED THAT SUGGESTION AS TIME WAS GETTING SHORT FOR THE APCH TO DEN AND THE MAINT CTLR WOULD NOT BE ABLE TO RESTORE FULL PERFORMANCE OF OUR ENG WITH A PHONE PATCH. DISPATCH WAS VERY HELPFUL IN PROVIDING US WITH DIVERSION OPTIONS AND WX FOR ENRTE AND ARR PORTIONS OF THE FLT. HE ADVISED ALL IN DEN OF OUR INTENTIONS TO MAKE THIS UNSCHEDULED STOP. THE FLT ATTENDANTS AND PAX WERE ADVISED OF OUR SITUATION AND OUR PLAN TO STOP IN DEN. THE FLT ATTENDANTS WERE GIVEN ALL PERTINENT INFO REGARDING THE ENG CONDITION AND OUR APCH TO DEN INCLUDING TURB. ALL FLT ATTENDANTS WERE GIVEN A CABIN ADVISORY BUT TOLD TO EXPECT A NORMAL APCH AND LNDG. THE APCH AND LNDG WAS UNEVENTFUL. THE STATION WAS READY FOR US; AND ALL PAX WERE HELPED TO A DIFFERENT ACFT WHICH DEPARTED FOR SAN AFTER SOME DELAY.

Data retrieved from NASA's ASRS site as of January 2009 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.