B767-300 EXPERIENCED A BLEED OVERHEAT DURING CLIMBOUT. AFTER TROUBLESHOOTING; THE DECISION WAS MADE TO RETURN TO DEP ARPT AND DUMP FUEL PRIOR TO LNDG.

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DURING CLBOUT ON DEP FROM ZZZ; A FLT ATTENDANT CALLED FROM THE AFT INTERPHONE POS TO RPT A HISSING NOISE AUDIBLE IN THE BACK HALF OF THE AIRPLANE. SHORTLY THEREAFTER WE RECEIVED A BLEED OVHT LIGHT ON THE OVERHEAD PANEL ACCOMPANIED BY A R BLEED OVHT EICAS. THE R BLEED VALVE CLOSED AND THE R ENG ANTI-ICE VALVE LIGHT ON THE OVERHEAD PANEL ILLUMINATED. THE R PACK OFF LIGHT ALSO ILLUMINATED IN CONJUNCTION WITH THE BLEED VALVE CLOSING. THE CAPT WAS FLYING AND DIRECTED THE FO TO RUN THE CHKLIST WHILE HE TOOK OVER THE RADIOS AND THE FLYING. THE CAPT REQUESTED A LEVELOFF AT THE ALT WE WERE CLBING THROUGH WHICH WAS ABOUT FL270 WITH ATC WHILE WE FIGURED OUT WHAT THE STATUS OF OUR FLT WAS GOING TO BE. WE WERE NEARING EXITING THE COASTLINE AND INFORMED ATC THAT WE MAY NOT BE ENTERING THE CHANNEL. THE CHKLIST ENDED UP LEAVING US WITH A CLOSED R BLEED VALVE. WE WERE ABLE TO CLR THE BLEED OVHT SITUATION; BUT THE R ENG ANTI-ICE VALVE LIGHT WAS ILLUMINATED. THE CAPT'S INITIAL ASSESSMENT WAS THAT WE WOULD NOT BE ABLE TO CONTINUE AND THE CREW AGREED. THE NON FLYING FO WAS MONITORING OUR ACTIONS AND USING CLR; INQUIRED AS TO WHETHER OR NOT WE HAD APPROPRIATELY APPLIED THE CHKLIST. WE REVIEWED OUR ACTIONS AND CONCLUDED WE HAD PROPERLY USED THE PROC. THE CAPT WANTED TO CONFER WITH DISPATCH AND MAINT AND ASSIGNED THE FLYING AND RADIOS TO THE FO WHILE HE USED SATCOM TO ESTABLISH CONTACT WITH DISPATCH AND MAINT IN A 3-WAY CALL. SATCOM WAS INTERMITTENT WHICH ADDED TO THE DIFFICULTY LEVEL; BUT COM WAS FINALLY ESTABLISHED. THE FO SUGGESTED TO THE CAPT THAT WE NEEDED TO DSND OUT OF ICING CONDITIONS DUE TO THE ENG ANTI-ICE VALVE SITUATION AND HE CONCURRED. THE FLT WAS CLRED TO DSND TO FL190 AND WAS ABLE TO EXIT ICING CONDITIONS. MAINT REQUESTED WE CYCLE A CIRCUIT BREAKER TO RESET THE BLEED VALVE. THE CAPT CLRED THIS ACTION WITH THE CREW AND AFTER DISCUSSION WE AGREED TO DO AS MAINT REQUESTED. ALL INDICATIONS APPEARED NORMAL AND WE INITIATED A CLB BACK TO OUR CRUISE ALT. SHORTLY AFTER CLB THRUST WAS OBTAINED; WE RECEIVED THE IDENTICAL COCKPIT INDICATIONS AS BEFORE WITH THE R BLEED OVHT SITUATION. WE THEN DECIDED THAT WE WOULD HAVE TO RETURN TO ZZZ. ATC PROVIDED VECTORS INITIALLY WHILE WE CONTINUED TO WORK THE PROB AND EVENTUALLY GAVE US HOLDING AT THE VOR. OUR HOLDING SPD REDUCED THE TAT BELOW 10 DEGS C AND WE ONCE AGAIN FOUND OURSELVES IN ICING CONDITIONS. WE DSNDED TO 15000 FT. WE WERE ANALYZING OUR OVERWT LNDG SITUATION. AFTER CONFERENCE WITH MAINT AND DISPATCH IT WAS DECIDED TO LAND OVERWT. AFTER FURTHER INVESTIGATION; WE DISCOVERED THAT OUR TARGET SPD WAS WITHIN 4 KTS OF THE FLAPS 30 SPD MINUS 10. THE WIND AT ZZZ WAS RPTED AT 9 KTS GUSTING TO 16 KTS. THE FOM GUIDANCE AND CREW DISCUSSION LED US TO DECIDE TO DUMP FUEL TO REDUCE OUR WT AND DECREASE OUR TARGET SPD TO AN ACCEPTABLE LEVEL. AFTER CONCURRENCE FROM MAINT AND DISPATCH WE COORDINATED A FUEL DUMP OF APPROX 34000 LBS (ALL OF THE CTR TANK FUEL) WITH ATC AT AN ALT OF 15000 FT. WE COMPUTED OUR LNDG DISTANCE REQUIREMENTS FROM THE FLT MANUAL AND ELECTED TO LAND ON RWY XX. THE CAPT BRIEFED THE FLT ATTENDANTS OF THE SITUATION AND WE RECHKED OUR ACTIONS TO THIS POINT. THE CAPT RESUMED FLYING AND WE PROCEEDED TO HAVE A SMOOTH LNDG IN ZZZ FOR A TOTAL FLT TIME OF 2:40 BLOCK TO BLOCK.