Narrative:

On takeoff roll there was about an 8 KT tailwind so we elected to use toga power for takeoff. At a speed just prior to 80 KTS; received a master caution chime. I was pilot monitoring at the time and looked at the ECAM to see what was going on. The ECAM indicated engine 1 egt was beyond limits. I checked the aircraft speed at this time and we were beyond 80 KTS. Since the engine looked otherwise normal and was producing the required EPR; I elected to continue the take-off as it seemed to be the safest course of action. At the thrust reduction altitude (1000 ft AGL) the first officer reduced the power to the normal climb thrust setting; at which point the warning went away as the egt was within normal limits. In fact; it was producing the required EPR at an egt level slightly below that of the number 2 engine. The first officer flew the airplane and handled ATC while I contacted maintenance to discuss the overtemp. On the way towards our destination; I had the first officer tell ATC we would be slowing down in case we needed to return to our departure airport. After about 10 minutes; maintenance; in conjunction with dispatch; decided our best option was to land at an enroute airport since the engine would need to be checked before the next flight and to rebook the passengers. We informed ATC and were recleared to our divert airport. We landed there without incident and the engine operated normally during the entire flight after the thrust reduction.

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Original NASA ASRS Text

Title: An A319 flight crew noticed a high EGT on takeoff and diverted to a nearby airport.

Narrative: On takeoff roll there was about an 8 KT tailwind so we elected to use TOGA power for takeoff. At a speed just prior to 80 KTS; received a master caution chime. I was pilot monitoring at the time and looked at the ECAM to see what was going on. The ECAM indicated engine 1 EGT was beyond limits. I checked the aircraft speed at this time and we were beyond 80 KTS. Since the engine looked otherwise normal and was producing the required EPR; I elected to continue the take-off as it seemed to be the safest course of action. At the thrust reduction altitude (1000 FT AGL) the First Officer reduced the power to the normal climb thrust setting; at which point the warning went away as the EGT was within normal limits. In fact; it was producing the required EPR at an EGT level slightly below that of the number 2 engine. The First Officer flew the airplane and handled ATC while I contacted maintenance to discuss the overtemp. On the way towards our destination; I had the First Officer tell ATC we would be slowing down in case we needed to return to our departure airport. After about 10 minutes; Maintenance; in conjunction with Dispatch; decided our best option was to land at an enroute airport since the engine would need to be checked before the next flight and to rebook the passengers. We informed ATC and were recleared to our divert airport. We landed there without incident and the engine operated normally during the entire flight after the thrust reduction.

Data retrieved from NASA's ASRS site as of April 2012 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.