Narrative:

Takeoff weight 154.1 maximum power; flaps 11 degrees; wind 210 degrees at 11 KTS; gusting to 15 KTS; outside air temperature 26 degrees C; ord runway 32L intersection M; brakes held to 1.6 EPR. This basically is a maximum effort takeoff. The autothrottle is turned on; and I begin the takeoff and approaching approximately 80 KTS the EPR's begin to flash showing they have exceeded the upper limit; the readings are 2.15; 2.15L&right. The first officer continues to adjust power and I motion it is finished. As I continue the engine instrument scan I see that the left N1 is at 101.6 and the right N1 is at 98.7. Left egt is 602 degrees C and right is 602 degrees C. The ARTS amber light is illuminated and the speed is approximately 100-110 KTS. Both engines are operating at maximum effort and I elect to continue the takeoff. At the end of the runway my altitude is about 150-200 ft. At 1000 ft AGL and approximately 2 mins; climb power was selected and egt's dropped significantly to within limit. The flight continued normally. Notes: this is as close as it gets to a 'liner.' this could have resulted in a high speed abort and possibly departing the end of the runway. With the ARTS system firing; or failing; I believe that both engines went to reserve thrust; increasing my power and engine limits; explaining the high EPR; N1; egt readings. I believe that this scenario should be addressed at the training department; with the high speed aborts. I credit this successful outcome to my recent simulator instructors last july; who presented me with very similar scenarios.

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Original NASA ASRS Text

Title: MD80 FLT CREW HAS ABNORMAL ENG INDICATIONS DURING TKOF.

Narrative: TKOF WT 154.1 MAX PWR; FLAPS 11 DEGS; WIND 210 DEGS AT 11 KTS; GUSTING TO 15 KTS; OUTSIDE AIR TEMP 26 DEGS C; ORD RWY 32L INTXN M; BRAKES HELD TO 1.6 EPR. THIS BASICALLY IS A MAX EFFORT TKOF. THE AUTOTHROTTLE IS TURNED ON; AND I BEGIN THE TKOF AND APCHING APPROX 80 KTS THE EPR'S BEGIN TO FLASH SHOWING THEY HAVE EXCEEDED THE UPPER LIMIT; THE READINGS ARE 2.15; 2.15L&R. THE FO CONTINUES TO ADJUST PWR AND I MOTION IT IS FINISHED. AS I CONTINUE THE ENG INST SCAN I SEE THAT THE L N1 IS AT 101.6 AND THE R N1 IS AT 98.7. L EGT IS 602 DEGS C AND R IS 602 DEGS C. THE ARTS AMBER LIGHT IS ILLUMINATED AND THE SPD IS APPROX 100-110 KTS. BOTH ENGS ARE OPERATING AT MAX EFFORT AND I ELECT TO CONTINUE THE TKOF. AT THE END OF THE RWY MY ALT IS ABOUT 150-200 FT. AT 1000 FT AGL AND APPROX 2 MINS; CLB PWR WAS SELECTED AND EGT'S DROPPED SIGNIFICANTLY TO WITHIN LIMIT. THE FLT CONTINUED NORMALLY. NOTES: THIS IS AS CLOSE AS IT GETS TO A 'LINER.' THIS COULD HAVE RESULTED IN A HIGH SPD ABORT AND POSSIBLY DEPARTING THE END OF THE RWY. WITH THE ARTS SYS FIRING; OR FAILING; I BELIEVE THAT BOTH ENGS WENT TO RESERVE THRUST; INCREASING MY PWR AND ENG LIMITS; EXPLAINING THE HIGH EPR; N1; EGT READINGS. I BELIEVE THAT THIS SCENARIO SHOULD BE ADDRESSED AT THE TRAINING DEPT; WITH THE HIGH SPD ABORTS. I CREDIT THIS SUCCESSFUL OUTCOME TO MY RECENT SIMULATOR INSTRUCTORS LAST JULY; WHO PRESENTED ME WITH VERY SIMILAR SCENARIOS.

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.