MD80 #2 high pressure bleed air overheat light indication just after takeoff.

Attributes
ACN	279176
Time
Date	199408
Day	Wed
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : tus
State Reference	AZ
Altitude	agl bound lower : 100 agl bound upper : 100
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : tus
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
ASRS Report	279176
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument
Events
Anomaly	aircraft equipment problem : less severe other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

Immediately after takeoff from tus the tail compressor temperature high light came on. I reached up and went to high pressure bleed off on both packs and the light went out immediately. We elected to continue the flight. The ground temperature in tus before departure was 110 degrees with a resultant ramp temperature that probably pushed 140 degrees. We were forced to use the APU for ground cooling due to a malfunctioning ground air conditioning unit. The aft stairs were raised about 8-10 mins prior to departure. We continued to use the APU until we took the active runway. The APU was either just winding down or had just finished winding down when the light came on. After completing a review of the QRH, I left the high pressure bleeds off and selected a lower altitude for the cruise to dfw. We sent the discrepancy through ACARS well before landing at dfw. No maintenance personnel met us. So due to a short connect time we went to our connecting gate. Upon calling ramp for pushback clearance were informed to call maintenance. A maintenance supervisor then came on the headset to clarify the writeup on the previous aircraft. He wondered specifically if we had reinstated either high pressure bleed to determine if it had caused the light. The insinuation was that without that knowledge he would have to remove the aircraft from service. Had not reinstated either high pressure bleed. Nowhere in the QRH (quick reference handbook) procedure does it suggest or instruct us to trouble- shoot. The system to try to determine the faulty bleed. Indeed, with this situation I cannot imagine anyone reintroducing a high temperature bleed that may cause a melt down in the aft section of the aircraft. My question is: is it safe, responsible and desired by maintenance that we trouble-shoot situation like this? Is there any information that we can supply to maintenance that would keep them from having to down an aircraft? If so, then the orh procedure needs to be updated to include the appropriate items.

Original NASA ASRS Text

Title: MD80 #2 HIGH PRESSURE BLEED AIR OVERHEAT LIGHT INDICATION JUST AFTER TKOF.

Narrative: IMMEDIATELY AFTER TKOF FROM TUS THE TAIL COMPRESSOR TEMP HIGH LIGHT CAME ON. I REACHED UP AND WENT TO HIGH PRESSURE BLEED OFF ON BOTH PACKS AND THE LIGHT WENT OUT IMMEDIATELY. WE ELECTED TO CONTINUE THE FLT. THE GND TEMP IN TUS BEFORE DEP WAS 110 DEGS WITH A RESULTANT RAMP TEMP THAT PROBABLY PUSHED 140 DEGS. WE WERE FORCED TO USE THE APU FOR GND COOLING DUE TO A MALFUNCTIONING GND AIR CONDITIONING UNIT. THE AFT STAIRS WERE RAISED ABOUT 8-10 MINS PRIOR TO DEP. WE CONTINUED TO USE THE APU UNTIL WE TOOK THE ACTIVE RWY. THE APU WAS EITHER JUST WINDING DOWN OR HAD JUST FINISHED WINDING DOWN WHEN THE LIGHT CAME ON. AFTER COMPLETING A REVIEW OF THE QRH, I LEFT THE HIGH PRESSURE BLEEDS OFF AND SELECTED A LOWER ALT FOR THE CRUISE TO DFW. WE SENT THE DISCREPANCY THROUGH ACARS WELL BEFORE LNDG AT DFW. NO MAINT PERSONNEL MET US. SO DUE TO A SHORT CONNECT TIME WE WENT TO OUR CONNECTING GATE. UPON CALLING RAMP FOR PUSHBACK CLRNC WERE INFORMED TO CALL MAINT. A MAINT SUPVR THEN CAME ON THE HEADSET TO CLARIFY THE WRITEUP ON THE PREVIOUS ACFT. HE WONDERED SPECIFICALLY IF WE HAD REINSTATED EITHER HIGH PRESSURE BLEED TO DETERMINE IF IT HAD CAUSED THE LIGHT. THE INSINUATION WAS THAT WITHOUT THAT KNOWLEDGE HE WOULD HAVE TO REMOVE THE ACFT FROM SVC. HAD NOT REINSTATED EITHER HIGH PRESSURE BLEED. NOWHERE IN THE QRH (QUICK REF HANDBOOK) PROC DOES IT SUGGEST OR INSTRUCT US TO TROUBLE- SHOOT. THE SYS TO TRY TO DETERMINE THE FAULTY BLEED. INDEED, WITH THIS SIT I CANNOT IMAGINE ANYONE REINTRODUCING A HIGH TEMP BLEED THAT MAY CAUSE A MELT DOWN IN THE AFT SECTION OF THE ACFT. MY QUESTION IS: IS IT SAFE, RESPONSIBLE AND DESIRED BY MAINT THAT WE TROUBLE-SHOOT SIT LIKE THIS? IS THERE ANY INFO THAT WE CAN SUPPLY TO MAINT THAT WOULD KEEP THEM FROM HAVING TO DOWN AN ACFT? IF SO, THEN THE ORH PROC NEEDS TO BE UPDATED TO INCLUDE THE APPROPRIATE ITEMS.

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.