Narrative:

Shortly after takeoff, engine and airframe anti-ice was selected. A short time later the #1 engine B loop fire detector illuminated for about 3 seconds. The light went out before the system could be checked with it on. Both systems were checked and were operating normally. About 10 mins later the same light came on for about 3 seconds with the same results. After level-off, we completed our engine monitoring report and noticed that the #1 engine egt, fuel flow and throttle position were much different than the #2 engine, and different than the previous flight. All indications were within limits. We began monitoring the #1 engine with particular interest in the fuel flow, as we began suspecting a leak. It shortly became obvious that the #1 engine was in fact burning more fuel than #2, but the total fuel burn was what it should have been based on our flight plan. It seemed possible the engine was just burning more fuel and creating more thrust. N1, N2 and EPR were normal. Fuel flow, egt and throttle position were high. We didn't know if the loop light was part of the problem. We called our maintenance control to see if they could shed some light on our problem. They suspected a EPR gauge problem and told us to continue on to den, which we did. Descending into den we had pressurization problems which were eventually solved by landing unpressurized. At the gate in den, we were advised of a hole about the size of a basketball in the #1 engine cowling.

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Original NASA ASRS Text

Title: ON CLIMBOUT FROM CLE, FLR CREW RECEIVED 2 FIRE WARNINGS PLUS ABNORMAL ENGINE INSTRUMENT READINGS. CALLED MAINTENANCE CONTROL AND ON THEIR ADVICE, CONTINUED TO DEN. POSTFLT INSPECTION REVEALED A HOLE IN THE ENGINE COWLING THE SIZE OF A BASKETBALL.

Narrative: SHORTLY AFTER TKOF, ENG AND AIRFRAME ANTI-ICE WAS SELECTED. A SHORT TIME LATER THE #1 ENG B LOOP FIRE DETECTOR ILLUMINATED FOR ABOUT 3 SECS. THE LIGHT WENT OUT BEFORE THE SYS COULD BE CHKED WITH IT ON. BOTH SYSTEMS WERE CHKED AND WERE OPERATING NORMALLY. ABOUT 10 MINS LATER THE SAME LIGHT CAME ON FOR ABOUT 3 SECS WITH THE SAME RESULTS. AFTER LEVEL-OFF, WE COMPLETED OUR ENG MONITORING RPT AND NOTICED THAT THE #1 ENG EGT, FUEL FLOW AND THROTTLE POS WERE MUCH DIFFERENT THAN THE #2 ENG, AND DIFFERENT THAN THE PREVIOUS FLT. ALL INDICATIONS WERE WITHIN LIMITS. WE BEGAN MONITORING THE #1 ENG WITH PARTICULAR INTEREST IN THE FUEL FLOW, AS WE BEGAN SUSPECTING A LEAK. IT SHORTLY BECAME OBVIOUS THAT THE #1 ENG WAS IN FACT BURNING MORE FUEL THAN #2, BUT THE TOTAL FUEL BURN WAS WHAT IT SHOULD HAVE BEEN BASED ON OUR FLT PLAN. IT SEEMED POSSIBLE THE ENG WAS JUST BURNING MORE FUEL AND CREATING MORE THRUST. N1, N2 AND EPR WERE NORMAL. FUEL FLOW, EGT AND THROTTLE POS WERE HIGH. WE DIDN'T KNOW IF THE LOOP LIGHT WAS PART OF THE PROB. WE CALLED OUR MAINT CTL TO SEE IF THEY COULD SHED SOME LIGHT ON OUR PROB. THEY SUSPECTED A EPR GAUGE PROB AND TOLD US TO CONTINUE ON TO DEN, WHICH WE DID. DSNDING INTO DEN WE HAD PRESSURIZATION PROBS WHICH WERE EVENTUALLY SOLVED BY LNDG UNPRESSURIZED. AT THE GATE IN DEN, WE WERE ADVISED OF A HOLE ABOUT THE SIZE OF A BASKETBALL IN THE #1 ENG COWLING.

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.