Narrative:

Takeoff was delayed due to 2 separate windshear events reported by the tower to be centered right at the departure end of the runway. The winds were gusting well into the thirties and was close to maximum crosswind component. Windshear events were reported in the area. We waited until the windshear alerts had ceased before departing. During climb at approximately 9500 ft; using climb power; the #2 engine oil temperature went from 82 to over 200 degrees C illuminating amber (135 degrees C) and red (165 degrees C) warning lights instantaneously. I was looking at the flat plate display when it happened. We immediately disconnected the autothrottles and retarded the power on the #2 engine. When the EPR was retarded below 1.4 the lights extinguished and normal temperature of 84 degrees C returned to the oil temperature window; all other parameters were solid and never had changed. Oil quantity; pressure and all other engine indications were normal and matched the #1 engine. I moved the power lever forward and as soon as the EPR went to 1.4 the high oil temperature (over 200 degrees C) and warning lights came on instantaneously. When the EPR was reduced below 1.4 they went back to normal; again instantaneously. When we began the abnormal checklist in the QRH the procedure called for an engine shutdown if the oil temperature had exceeded 165 degrees C. I knew that this was a gauge problem and the engine was running normally. An emergency was declared. We elected to leave the engine running at just above idle power. There was significant wind and windshear events in the area. ZZZ1 was close in alternate but also had significant winds gusting into the 30's and from past experience there can be significant turbulence where the airport is situated. The northwest runway is significantly shorter than the northwest runway at ZZZ2. We opted for ZZZ2 where the winds were less than 30 KTS; no windshear had been reported and the runway length was greater than 10000 ft. We completed descent; approach checklists and briefed for a single engine; flaps 28 degree approach with go around considerations. We had been given direct to ZZZ2 after declaring the emergency and by the time the checklists were completed and we had reviewed all the WX there was little extra time. I made the decision to leave the engine running because of the extreme winds and the possibility of windshear anywhere we had made the approach. Even if there had been a problem with it I would have used it anyway if that had been the case. The landing was routine. The mechanic reported that the oil temperature probe and assembly fell apart in his hand when he went to inspect it. The engine did not over-temperature and after the oil temperature assembly had been replaced; the engine was returned to service. When we were doing the abnormal checklist we became confused with some of the procedures for the MD90 aircraft and I had actually thought that the checklist said the engine could be left running if normal indications returned with power reduction. These checklists are very confusing and in the heat of the action you have to be careful and make sure that you are reading the procedures for the proper model. I would have not shut down the engine anyway; we knew the engine was operating properly.

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Original NASA ASRS Text

Title: MD88 CREW EXPERIENCES HIGH OIL TEMPERATURE INDICATIONS ON CLIMB OUT THAT APPEAR FALSE. CREW ELECTS TO CONTINUE TO DESTINATION DUE TO HIGH WINDS AT THE DEPARTURE AIRPORT.

Narrative: TKOF WAS DELAYED DUE TO 2 SEPARATE WINDSHEAR EVENTS RPTED BY THE TWR TO BE CENTERED RIGHT AT THE DEP END OF THE RWY. THE WINDS WERE GUSTING WELL INTO THE THIRTIES AND WAS CLOSE TO MAX XWIND COMPONENT. WINDSHEAR EVENTS WERE RPTED IN THE AREA. WE WAITED UNTIL THE WINDSHEAR ALERTS HAD CEASED BEFORE DEPARTING. DURING CLB AT APPROX 9500 FT; USING CLB PWR; THE #2 ENG OIL TEMP WENT FROM 82 TO OVER 200 DEGS C ILLUMINATING AMBER (135 DEGS C) AND RED (165 DEGS C) WARNING LIGHTS INSTANTANEOUSLY. I WAS LOOKING AT THE FLAT PLATE DISPLAY WHEN IT HAPPENED. WE IMMEDIATELY DISCONNECTED THE AUTOTHROTTLES AND RETARDED THE PWR ON THE #2 ENG. WHEN THE EPR WAS RETARDED BELOW 1.4 THE LIGHTS EXTINGUISHED AND NORMAL TEMP OF 84 DEGS C RETURNED TO THE OIL TEMP WINDOW; ALL OTHER PARAMETERS WERE SOLID AND NEVER HAD CHANGED. OIL QUANTITY; PRESSURE AND ALL OTHER ENG INDICATIONS WERE NORMAL AND MATCHED THE #1 ENG. I MOVED THE PWR LEVER FORWARD AND AS SOON AS THE EPR WENT TO 1.4 THE HIGH OIL TEMP (OVER 200 DEGS C) AND WARNING LIGHTS CAME ON INSTANTANEOUSLY. WHEN THE EPR WAS REDUCED BELOW 1.4 THEY WENT BACK TO NORMAL; AGAIN INSTANTANEOUSLY. WHEN WE BEGAN THE ABNORMAL CHKLIST IN THE QRH THE PROC CALLED FOR AN ENG SHUTDOWN IF THE OIL TEMP HAD EXCEEDED 165 DEGS C. I KNEW THAT THIS WAS A GAUGE PROB AND THE ENG WAS RUNNING NORMALLY. AN EMER WAS DECLARED. WE ELECTED TO LEAVE THE ENG RUNNING AT JUST ABOVE IDLE PWR. THERE WAS SIGNIFICANT WIND AND WINDSHEAR EVENTS IN THE AREA. ZZZ1 WAS CLOSE IN ALTERNATE BUT ALSO HAD SIGNIFICANT WINDS GUSTING INTO THE 30'S AND FROM PAST EXPERIENCE THERE CAN BE SIGNIFICANT TURB WHERE THE ARPT IS SITUATED. THE NW RWY IS SIGNIFICANTLY SHORTER THAN THE NW RWY AT ZZZ2. WE OPTED FOR ZZZ2 WHERE THE WINDS WERE LESS THAN 30 KTS; NO WINDSHEAR HAD BEEN RPTED AND THE RWY LENGTH WAS GREATER THAN 10000 FT. WE COMPLETED DSCNT; APCH CHKLISTS AND BRIEFED FOR A SINGLE ENG; FLAPS 28 DEG APCH WITH GAR CONSIDERATIONS. WE HAD BEEN GIVEN DIRECT TO ZZZ2 AFTER DECLARING THE EMER AND BY THE TIME THE CHKLISTS WERE COMPLETED AND WE HAD REVIEWED ALL THE WX THERE WAS LITTLE EXTRA TIME. I MADE THE DECISION TO LEAVE THE ENG RUNNING BECAUSE OF THE EXTREME WINDS AND THE POSSIBILITY OF WINDSHEAR ANYWHERE WE HAD MADE THE APCH. EVEN IF THERE HAD BEEN A PROB WITH IT I WOULD HAVE USED IT ANYWAY IF THAT HAD BEEN THE CASE. THE LNDG WAS ROUTINE. THE MECH RPTED THAT THE OIL TEMP PROBE AND ASSEMBLY FELL APART IN HIS HAND WHEN HE WENT TO INSPECT IT. THE ENG DID NOT OVER-TEMP AND AFTER THE OIL TEMP ASSEMBLY HAD BEEN REPLACED; THE ENG WAS RETURNED TO SVC. WHEN WE WERE DOING THE ABNORMAL CHKLIST WE BECAME CONFUSED WITH SOME OF THE PROCS FOR THE MD90 ACFT AND I HAD ACTUALLY THOUGHT THAT THE CHKLIST SAID THE ENG COULD BE LEFT RUNNING IF NORMAL INDICATIONS RETURNED WITH PWR REDUCTION. THESE CHKLISTS ARE VERY CONFUSING AND IN THE HEAT OF THE ACTION YOU HAVE TO BE CAREFUL AND MAKE SURE THAT YOU ARE READING THE PROCS FOR THE PROPER MODEL. I WOULD HAVE NOT SHUT DOWN THE ENG ANYWAY; WE KNEW THE ENG WAS OPERATING PROPERLY.

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.