B737 MAX 8 flight crew reported an anti-ice master caution light during take off resulted in return to departure airport.
Synopsis
B737 MAX 8 flight crew reported an anti-ice master caution light during take off resulted in return to departure airport.
Narrative
On takeoff; after 80 kts. MASTER CAUTION light with ANTI-ICE illuminated. The overhead indication was COWL ANTI-ICE and COWL VALVE. We continued the takeoff and climb; cleaned up and leveled off to complete QRH. We completed the Anti-Ice QRH first; then Valve items. After conferring with Maintenance and Dispatch; we concluded that we could not continue the flight. We also concluded that we could not land overweight; so we elected to hold and burn off fuel to reduce our weight to land below max landing weight.Cause: Aircraft and a write up concerning the ENG Anti-ice on the previous flight. Left engine anti-ice was deferred. There was some misunderstanding and the MEL was not clear; what would be our new normal indications of operating this flight. I had quite a bit of experience in the NG version of the B737; so there is some pause when one of the new MAX indications illuminate. The question is asked; what does this mean; and how does it relate to us?" We went through the checklist a couple of times; asking "did we miss anything?""
Second reporter narrative
When I arrived at the plane in the morning I was informed maintenance was on board because of an 'Engine Anti-Ice' write up. Maintenance MELd it and closed the write up. We boarded the passengers and closed up. After starting the engines and on the after start flow I saw the 'COWL VALVE' light on and I asked my captain to confirm that it was associated with the MEL. He said yes and we continued. Taxi was normal procedures. On take off roll; above 80 kts.; the 'COWL ANTI-ICE' Illuminated. We continued the take off to 8000 feet. My Captain exchanged flight controls and radios to me while he ran the QRH. Once we ran the QRH we determined we needed to return to ZZZ. We were overweight so I coordinated with ATC for delayed vectors and holding to burn off the extra fuel. My Captain coordinated with Dispatch; Maintenance Control and the flight attendants. After holding for an hour and fifteen minutes we burned off the fuel we needed to make a safe landing. I called ATC to start getting vectors back to ZZZ. I set up the approach to XXR and continued to the airport. After being cleared for the approach; about 3000 feet and a few miles outside the final approach fix; both the 'COWL VALVE' and 'COWL ANTI-ICE' began to cycle on and off. Then inside the final approach fix the 'BLEED' light illuminated. We continued the approach and made a safe landing back at ZZZ. Once on the ground and clear of all runways we ran the 'BLEED' QRH checklist. We taxied in with no further issues and my Captain wrote up the discrepancies in the Aircraft Maintenance Logbook.Cause: Complacency and trusting and not verifying as the FO (First Officer) about the MEL
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.