Narrative:

Our gross weight was approximately 164000#, roughly 10000# below the maximum for that particular takeoff. We used runway 35L and had a light crosswind from the northwest. The WX was clear and no thunderstorms were in the area. No aircraft before or after our departure reported any wind shear or other adverse WX conditions. Engine start and taxiout was normal. It was the captain's leg. We were cleared for takeoff and began our takeoff roll. All systems were normal. After vr the captain was slow to rotate the nose up. With approximately 1500-2000' remaining runway, the captain for no apparent reason advanced the throttles well forward of the maximum takeoff position. Airspeed was approximately V2 + 4 KTS and approximately 6-7 degrees nose up attitude. After we were safely airborne the first officer retarded the throttles back to bring the egt back to the yellow band from above the red band, 655-660 degrees, there were no engine abnormalities. We estimate the egt's were at 655-660 degrees for about 5 seconds. We continued the climb out. At the first opportunity the first officer questioned the captain about his actions on takeoff. He stated that he thought he had encountered a wind shear. Neither the first officer or myself noticed anything to indicate wind shear. We contacted our system's aircraft maintenance controller via arinc radio and gave him all the details of the occurrence. All engines appeared normal and he indicated that continuing to our destination would be appropriate, he would provide air carrier mechanics to come to milwaukee to inspect the engines. The captain concurred that the course of action was reasonable under the circumstances. We continued to monitor the engines closely for the remainder of the flight and saw no abnormalities whatsoever. We landed at milwaukee west/O incident. Callback conversation with reporter revealed the following: the first officer and second officer sent reports to cover themselves in case someone wondered why they did not report the wind shear at den. The captain is approaching retirement. The captain was not very alert during the whole trip and almost dove into the ground approaching mke later in the sequence. (4000 FPM descent right down to his cleared altitude. Had to be warned by second officer.) second officer is convinced that the captain suddenly became aware of the end of the runway approaching and added power and increased his rate of rotation. He said that captain then hedged about reporting the overtemp worrying about how much it would cost the company. Reporter said that captain had been a scab during the recent strike but he didn't see how this could have any effect.

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Original NASA ASRS Text

Title: LGT PLT OVERTEMPED ALL 3 ENGINES DURING TKOF DEN.

Narrative: OUR GROSS WT WAS APPROX 164000#, ROUGHLY 10000# BELOW THE MAX FOR THAT PARTICULAR TKOF. WE USED RWY 35L AND HAD A LIGHT XWIND FROM THE NW. THE WX WAS CLR AND NO TSTMS WERE IN THE AREA. NO ACFT BEFORE OR AFTER OUR DEP RPTED ANY WIND SHEAR OR OTHER ADVERSE WX CONDITIONS. ENG START AND TAXIOUT WAS NORMAL. IT WAS THE CAPT'S LEG. WE WERE CLRED FOR TKOF AND BEGAN OUR TKOF ROLL. ALL SYSTEMS WERE NORMAL. AFTER VR THE CAPT WAS SLOW TO ROTATE THE NOSE UP. WITH APPROX 1500-2000' REMAINING RWY, THE CAPT FOR NO APPARENT REASON ADVANCED THE THROTTLES WELL FORWARD OF THE MAX TKOF POS. AIRSPD WAS APPROX V2 + 4 KTS AND APPROX 6-7 DEGS NOSE UP ATTITUDE. AFTER WE WERE SAFELY AIRBORNE THE F/O RETARDED THE THROTTLES BACK TO BRING THE EGT BACK TO THE YELLOW BAND FROM ABOVE THE RED BAND, 655-660 DEGS, THERE WERE NO ENG ABNORMALITIES. WE ESTIMATE THE EGT'S WERE AT 655-660 DEGS FOR ABOUT 5 SECS. WE CONTINUED THE CLBOUT. AT THE FIRST OPPORTUNITY THE F/O QUESTIONED THE CAPT ABOUT HIS ACTIONS ON TKOF. HE STATED THAT HE THOUGHT HE HAD ENCOUNTERED A WIND SHEAR. NEITHER THE F/O OR MYSELF NOTICED ANYTHING TO INDICATE WIND SHEAR. WE CONTACTED OUR SYS'S ACFT MAINT CTLR VIA ARINC RADIO AND GAVE HIM ALL THE DETAILS OF THE OCCURRENCE. ALL ENGS APPEARED NORMAL AND HE INDICATED THAT CONTINUING TO OUR DEST WOULD BE APPROPRIATE, HE WOULD PROVIDE ACR MECHS TO COME TO MILWAUKEE TO INSPECT THE ENGS. THE CAPT CONCURRED THAT THE COURSE OF ACTION WAS REASONABLE UNDER THE CIRCUMSTANCES. WE CONTINUED TO MONITOR THE ENGS CLOSELY FOR THE REMAINDER OF THE FLT AND SAW NO ABNORMALITIES WHATSOEVER. WE LANDED AT MILWAUKEE W/O INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE F/O AND S/O SENT RPTS TO COVER THEMSELVES IN CASE SOMEONE WONDERED WHY THEY DID NOT RPT THE WIND SHEAR AT DEN. THE CAPT IS APCHING RETIREMENT. THE CAPT WAS NOT VERY ALERT DURING THE WHOLE TRIP AND ALMOST DOVE INTO THE GND APCHING MKE LATER IN THE SEQUENCE. (4000 FPM DSCNT RIGHT DOWN TO HIS CLRED ALT. HAD TO BE WARNED BY S/O.) S/O IS CONVINCED THAT THE CAPT SUDDENLY BECAME AWARE OF THE END OF THE RWY APCHING AND ADDED PWR AND INCREASED HIS RATE OF ROTATION. HE SAID THAT CAPT THEN HEDGED ABOUT RPTING THE OVERTEMP WORRYING ABOUT HOW MUCH IT WOULD COST THE COMPANY. RPTR SAID THAT CAPT HAD BEEN A SCAB DURING THE RECENT STRIKE BUT HE DIDN'T SEE HOW THIS COULD HAVE ANY EFFECT.

Data retrieved from NASA's ASRS site as of August 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.