Widebody transport air carrier has bleed duct clamp fail on #2 engine.

Attributes
ACN	150492
Time
Date	199007
Day	Thu
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : iah
State Reference	TX
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : iah tower : ues
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	climbout : takeoff cruise other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 11000
ASRS Report	150492
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Events
Anomaly	aircraft equipment problem : less severe
Independent Detector	other flight crewa
Resolutory Action	none taken : unable
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

On takeoff prior to V1, 'egt' warn light illuminated. I requested the second officer to keep engine temperature below 960 degrees. After takeoff, temperatures stabilized and flight was continued west/O any further incident. I noticed that at cruise #2 engine egt was indicating 40 degree higher than the #1. Approximately 1 hour after takeoff, both pressure regulator fault lights illuminated. Complied with procedure and system was isolated. Not being able to determine the problem I requested the maintenance supervisor, to meet the flight. Upon arrival in sea, maintenance supervisor, technicians and outbnd captain met the aircraft and we personally briefed them and pointed out all indications. We had no knowledge that bleed duct clamp did in fact fail. In not knowing exactly the nature of the problem we felt it would be best to explain the problem to maintenance technicians, and leave them with the decision to take care of the problem. The bleed pressure regulator indication was intermittent and previously written up as such. I strongly recommend that an oral brief should be considered as important as a written discrepancy and therefore treated as a reason to investigate the source of the symptoms.

Original NASA ASRS Text

Title: WDB ACR HAS BLEED DUCT CLAMP FAIL ON #2 ENGINE.

Narrative: ON TKOF PRIOR TO V1, 'EGT' WARN LIGHT ILLUMINATED. I REQUESTED THE S/O TO KEEP ENG TEMP BELOW 960 DEGS. AFTER TKOF, TEMPS STABILIZED AND FLT WAS CONTINUED W/O ANY FURTHER INCIDENT. I NOTICED THAT AT CRUISE #2 ENG EGT WAS INDICATING 40 DEG HIGHER THAN THE #1. APPROX 1 HR AFTER TKOF, BOTH PRESSURE REGULATOR FAULT LIGHTS ILLUMINATED. COMPLIED WITH PROC AND SYSTEM WAS ISOLATED. NOT BEING ABLE TO DETERMINE THE PROB I REQUESTED THE MAINT SUPVR, TO MEET THE FLT. UPON ARR IN SEA, MAINT SUPVR, TECHNICIANS AND OUTBND CAPT MET THE ACFT AND WE PERSONALLY BRIEFED THEM AND POINTED OUT ALL INDICATIONS. WE HAD NO KNOWLEDGE THAT BLEED DUCT CLAMP DID IN FACT FAIL. IN NOT KNOWING EXACTLY THE NATURE OF THE PROB WE FELT IT WOULD BE BEST TO EXPLAIN THE PROB TO MAINT TECHNICIANS, AND LEAVE THEM WITH THE DECISION TO TAKE CARE OF THE PROB. THE BLEED PRESSURE REGULATOR INDICATION WAS INTERMITTENT AND PREVIOUSLY WRITTEN UP AS SUCH. I STRONGLY RECOMMEND THAT AN ORAL BRIEF SHOULD BE CONSIDERED AS IMPORTANT AS A WRITTEN DISCREPANCY AND THEREFORE TREATED AS A REASON TO INVESTIGATE THE SOURCE OF THE SYMPTOMS.

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