A B757-200 return land situation when an engine overheat occurs followed by loss of cabin pressure.

Attributes
ACN	399397
Time
Date	199804
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	atc facility : vxv
State Reference	TN
Altitude	msl bound lower : 28000 msl bound upper : 28000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : ztl
Operator	common carrier : air carrier
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Navigation In Use	Other Other
Flight Phase	climbout : intermediate altitude other other
Route In Use	enroute airway : ztl
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 180 flight time total : 15000 flight time type : 2000
ASRS Report	399397
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 200 flight time total : 14000 flight time type : 4000
ASRS Report	399403
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified
Resolutory Action	flight crew : declared emergency flight crew : exited adverse environment other
Consequence	other
Supplementary
Primary Problem	Aircraft

Narrative:

I was the captain on board a B757-200 from clt to lax. On climb out to FL350, the left engine overheat EICAS message appeared at FL280. Followed engine overheat procedures. At FL310, cabin pressure climbed to 10000 ft. Emergency descent was initiated to flight level altitude of 10000 ft. An emergency was declared with clt approach control. A successful overweight landing was performed on runway 18R. Callback conversation with reporter revealed the following information: reporter said that the crew was busy with checklists regarding the engine overheat and wanted to stop the climb at FL280. This request was denied for traffic reasons. When the flight climbed to FL310 at ATC request, they experienced the cabin pressure loss and then made the emergency descent. The captain said 'he wasn't going to fool around with that situation' and decided to head back to clt. The postflt showed that the duct to the high stage compressor had blown and separated from the engine casing, causing the engine overheat warning. He supposed that this was also associated with the loss of cabin pressure. The overheat cleared when the throttle was pulled back slightly. The engine was not shut down. The aircraft weighed 210000 pounds at landing, 12000 pounds overweight.

Original NASA ASRS Text

Title: A B757-200 RETURN LAND SIT WHEN AN ENG OVERHEAT OCCURS FOLLOWED BY LOSS OF CABIN PRESSURE.

Narrative: I WAS THE CAPT ON BOARD A B757-200 FROM CLT TO LAX. ON CLBOUT TO FL350, THE L ENG OVERHEAT EICAS MESSAGE APPEARED AT FL280. FOLLOWED ENG OVERHEAT PROCS. AT FL310, CABIN PRESSURE CLBED TO 10000 FT. EMER DSCNT WAS INITIATED TO FLT LEVEL ALT OF 10000 FT. AN EMER WAS DECLARED WITH CLT APCH CTL. A SUCCESSFUL OVERWT LNDG WAS PERFORMED ON RWY 18R. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR SAID THAT THE CREW WAS BUSY WITH CHKLISTS REGARDING THE ENG OVERHEAT AND WANTED TO STOP THE CLB AT FL280. THIS REQUEST WAS DENIED FOR TFC REASONS. WHEN THE FLT CLBED TO FL310 AT ATC REQUEST, THEY EXPERIENCED THE CABIN PRESSURE LOSS AND THEN MADE THE EMER DSCNT. THE CAPT SAID 'HE WASN'T GOING TO FOOL AROUND WITH THAT SIT' AND DECIDED TO HEAD BACK TO CLT. THE POSTFLT SHOWED THAT THE DUCT TO THE HIGH STAGE COMPRESSOR HAD BLOWN AND SEPARATED FROM THE ENG CASING, CAUSING THE ENG OVERHEAT WARNING. HE SUPPOSED THAT THIS WAS ALSO ASSOCIATED WITH THE LOSS OF CABIN PRESSURE. THE OVERHEAT CLRED WHEN THE THROTTLE WAS PULLED BACK SLIGHTLY. THE ENG WAS NOT SHUT DOWN. THE ACFT WEIGHED 210000 LBS AT LNDG, 12000 LBS OVERWT.

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.