MD11 crew had anti-ice duct overheat warning in phx class B airspace.

Attributes
ACN	480324
Time
Date	200007
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : phx.airport
State Reference	AZ
Altitude	msl single value : 2000
Environment
Flight Conditions	VMC Mixed
Weather Elements	other
Light	Night
Aircraft 1
Controlling Facilities	tracon : p50.tracon
Operator	common carrier : air carrier
Make Model Name	MD-11
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	climbout : initial climbout : vacating altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 100 flight time total : 8800 flight time type : 2700
ASRS Report	480324
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : critical inflight encounter other other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : eicas other flight crewa other flight crewb
Resolutory Action	flight crew : diverted to another airport flight crew : landed in emergency condition flight crew : declared emergency other
Consequence	other
Factors
Maintenance	contributing factor : schedule pressure performance deficiency : repair
Supplementary
Problem Areas	Flight Crew Human Performance FAA Company Aircraft
Primary Problem	Company

Narrative:

#2 engine anti-ice valve deferred and locked in 'on' position. Because of deferral, maximum power takeoff required even though gross weight just 400000 pounds. Briefed possibility of high egt's as ambient temperature was 42 degrees C. Passing 2000 ft AGL, engine #2 anti-ice duct alert came on. I reduced #2 power immediately and alert (which I believed was a level 2) went out. After clean up, called for engine #2 anti-ice duct checklist which called for engine shutdown and return for landing (nearest suitable field). Uneventful landing made at phx runway 26R. Repairs were made to anti-ice duct and departed 26 hours later. 2 days later at home, reading MD11 flight manual, I discovered that there is not a level 2 alert. Engine #2 anti-ice duct (boxed amber) but a level 1 exists by the same phrase (amber only). The shutdown is required for a level 3 alert, engine #2 anti-ice duct. My concern about the engine #2 anti-ice valve locked open deferral caused me to rush and misident the level of the malfunction. The level 1 alert allows continuation in-flight but prohibits takeoff if on ground. My decision to shut down and return was based on the wrong checklist. However, with the anti-ice valve locked open and a bleed air leak detected (even though it was level 1) I would probably have returned anyway. The fact that the level 1 and level 3 alerts are identical phrases is a set-up for confusion in heat of battle.

Original NASA ASRS Text

Title: MD11 CREW HAD ANTI-ICE DUCT OVERHEAT WARNING IN PHX CLASS B AIRSPACE.

Narrative: #2 ENG ANTI-ICE VALVE DEFERRED AND LOCKED IN 'ON' POS. BECAUSE OF DEFERRAL, MAX PWR TKOF REQUIRED EVEN THOUGH GROSS WT JUST 400000 LBS. BRIEFED POSSIBILITY OF HIGH EGT'S AS AMBIENT TEMP WAS 42 DEGS C. PASSING 2000 FT AGL, ENG #2 ANTI-ICE DUCT ALERT CAME ON. I REDUCED #2 PWR IMMEDIATELY AND ALERT (WHICH I BELIEVED WAS A LEVEL 2) WENT OUT. AFTER CLEAN UP, CALLED FOR ENG #2 ANTI-ICE DUCT CHKLIST WHICH CALLED FOR ENG SHUTDOWN AND RETURN FOR LNDG (NEAREST SUITABLE FIELD). UNEVENTFUL LNDG MADE AT PHX RWY 26R. REPAIRS WERE MADE TO ANTI-ICE DUCT AND DEPARTED 26 HRS LATER. 2 DAYS LATER AT HOME, READING MD11 FLT MANUAL, I DISCOVERED THAT THERE IS NOT A LEVEL 2 ALERT. ENG #2 ANTI-ICE DUCT (BOXED AMBER) BUT A LEVEL 1 EXISTS BY THE SAME PHRASE (AMBER ONLY). THE SHUTDOWN IS REQUIRED FOR A LEVEL 3 ALERT, ENG #2 ANTI-ICE DUCT. MY CONCERN ABOUT THE ENG #2 ANTI-ICE VALVE LOCKED OPEN DEFERRAL CAUSED ME TO RUSH AND MISIDENT THE LEVEL OF THE MALFUNCTION. THE LEVEL 1 ALERT ALLOWS CONTINUATION INFLT BUT PROHIBITS TKOF IF ON GND. MY DECISION TO SHUT DOWN AND RETURN WAS BASED ON THE WRONG CHKLIST. HOWEVER, WITH THE ANTI-ICE VALVE LOCKED OPEN AND A BLEED AIR LEAK DETECTED (EVEN THOUGH IT WAS LEVEL 1) I WOULD PROBABLY HAVE RETURNED ANYWAY. THE FACT THAT THE LEVEL 1 AND LEVEL 3 ALERTS ARE IDENTICAL PHRASES IS A SET-UP FOR CONFUSION IN HEAT OF BATTLE.

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.