LGT MUST RETURN LAND DUE TO ENG STRUT OVERHEAT WARNING AND AIR CONDITIONING PACK FAILURE AFTER TKOF.

Narrative

SHORTLY AFTER TKOF AT ABOUT 800 FT AGL; THE #1 ENG STRUT OVERHEAT WARNING LIGHT CAME ON. I CALLED FOR THE 'STRUT OVERHEAT' PROC. THE ENGINEER BEGAN THE PROC AND ADVISED THAT THE R AIR CONDITIONING PACK HAD TRIPPED OFF DURING THE TKOF ROLL DUE TO AN OVERHEAT. THEREFORE; SINCE THE #1 ENG WAS SUPPLYING THE L AIR CONDITIONING PACK; CLOSING THE #1 BLEED WOULD CAUSE US TO LOSE CABIN PRESSURE. SINCE WE WERE AT LOW ALT THIS WAS ONLY A DISTRACTING FACTOR. AFTER THE COMPLETION OF THE STRUT OVERHEAT PROC THE FE RESET THE R AIR CONDITIONING PACK AND ATTEMPTED TO RE- PRESSURIZE THE ACFT. AT THIS TIME WE WERE AT 5000 FT MSL. THE CABIN WOULD NOT PRESSURIZE BELOW 3000 FT. WE REQUESTED RADAR VECTORS TO RWY 30 L AT STL. THE STRUT OVERHEAT LIGHT WENT OUT AFTER 30 SECONDS. I CONSIDERED LNDG WT CHARTS AND DETERMINED THAT WE HAD THE CAPABILITY TO LAND ON RWY 30L AT OUR CURRENT WT OF 167000 LBS; 17000 FT OVER MAX GROSS LNDG WT; AND AVOID DUMPING FUEL. I COORDINATED THE PROCS AND CHKLISTS WITH THE FE AND HANDLED ATC AND CABIN COMS. THE FO WAS DESIGNATED TO FLY THE ACFT. THE OVERWT LNDG WAS ACCOMPLISHED WITHOUT EVENT. (THE ENG #1 BLEED AIR MODULATION VALVE WAS LEAKING AT THE CONNECTION TO THE DUCTING CAUSING THE WARNING.) THE FO AND FE PERFORMED THEIR DUTIES IN A VERY PROFESSIONAL; COORDINATED AND COMPETENT MANNER. COCKPIT RESOURCE MGMNT TRAINING WAS EVIDENT IN THE CREW'S PERFORMANCE.