Narrative:

As we climbed through 10;000; the captain (pilot flying) called for the climb check. I noticed that the rt engine egt was at the bottom of the yellow arc; approximately 580 C. That was brought to the captain's attention. Captain then stated 'I have the radios and controls; please refer to the egt inoperative or reads high.' prior to my reading the checklist captain announced the auto throttles were disconnected; to avoid an exceedance. As I read through the checklist; as commanded by the QRH; the rt engine throttle was reduced to lower the egt. As this was done; we confirmed that the egt gauge was operating normally. All other engine indications were stable and did not exceed any limitations. I announced QRH procedure for high egt was complete. As I was working through the climb flow; I noticed the rt engine CSD oil temperature reading high and much higher than the lt engine CSD. I immediately brought this to captain's attention. I finished the climb flow and silent checklist. At the time I notified the captain the temperature was 125 C. At that point; we realized that we had a serious situation with multiple potential outcomes. I was once again referring to the QRH; the captain (pilot flying); was handling the radios and controls. The captain reached up announcing his actions; shut off the APU bus switches; and asked me to start the APU. I began QRH procedure; CSD oil temperature high. By the time we arrived at the APU start in the QRH; the APU was already running and the generator was available to assume the electrical load of the right AC system. The QRH was followed to the CSD disconnect and finished at end of procedure. Before we could discuss or refer to the landing single generator checklist; the aircraft noticeably shook and yawed to the right slightly. We made a collaborative decision to not continue the flight and to return to the airport we just departed; due to VMC conditions and an uncontaminated runway. Our first step was to turn the aircraft towards the airport; captain told me to advise ATC we were declaring an emergency and was proceeding direct to the airport. As this was happening we also decided to reduce the throttle on the right engine to idle to avoid any unforeseen consequences. Although; the engine was never shut down; we thought it would be best to leave the engine at idle since all parameters were stable and within limits. The captain once again assumed the radios and controls while I began to run the QRH single engine approach and landing checklist. We wanted to plan for a worst possible scenario if the engine had to be secured. As the workload decreased; I assumed the radios from the captain. Flight attendant from his aft station contacted the flight deck and stated that they felt a loud bang on the right side of the airplane. Captain asked if there was smoke; he stated 'no'. The captain directed him to prepare for a precautionary/emergency landing. We then contacted the lead flight attendant using the test acronym; a timeline of ten minutes was given; and that we would announce to the passengers our dilemma shortly. The captain handled all internal communications; briefed the flight attendants and briefed the passengers. Meanwhile the controller issued a clearance to fly to a fix; as directed; we declined and requested vectors to the final approach course. As directed by the QRH we landed smoothly at flaps 28. Emergency equipment was standing by. As pilot not flying and requested by the captain I asked the tower controller if there was any visible smoke and or damage to the aircraft as we slowly came to a stop at the end of the runway. Nothing noted. Taxied clear; stopped again. We did a final scan of the airplane. At that point; the captain called the flight attendants; asked them if there was any smoke or any reason they seen that might lead to an evacuation. The answer was; 'no'. He then made another announcement to the passengers; reassuring them that everything was fine.

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Original NASA ASRS Text

Title: MD-83 First Officer notes high EGT on the right engine during climb and thrust is reduced and the QRH consulted. The right CSD oil temperature is then discovered to be high and the QRH directs a disconnect. While discussing the situation the aircraft noticeably shook and yawed to the right slightly and the crew elects to return to the departure airport with the right engine at idle.

Narrative: As we climbed through 10;000; the Captain (pilot flying) called for the climb check. I noticed that the RT ENG EGT was at the bottom of the yellow arc; approximately 580 C. That was brought to the Captain's attention. Captain then stated 'I have the radios and controls; please refer to the EGT INOPERATIVE OR READS HIGH.' Prior to my reading the checklist Captain announced the auto throttles were disconnected; to avoid an exceedance. As I read through the checklist; as commanded by the QRH; the RT ENG THROTTLE was reduced to lower the EGT. As this was done; we confirmed that the EGT gauge was operating normally. All other engine indications were stable and did not exceed any limitations. I announced QRH procedure for HIGH EGT was complete. As I was working through the climb flow; I noticed the RT ENG CSD oil temperature reading high and much higher than the LT ENG CSD. I immediately brought this to Captain's attention. I finished the climb flow and silent checklist. At the time I notified the Captain the temperature was 125 C. At that point; we realized that we had a serious situation with multiple potential outcomes. I was once again referring to the QRH; the Captain (pilot flying); was handling the radios and controls. The Captain reached up announcing his actions; shut off the APU bus switches; and asked me to start the APU. I began QRH procedure; CSD OIL TEMP HIGH. By the time we arrived at the APU start in the QRH; the APU was already running and the generator was available to assume the electrical load of the right AC system. The QRH was followed to the CSD disconnect and finished at END OF PROCEDURE. Before we could discuss or refer to the Landing Single Generator Checklist; the aircraft noticeably shook and yawed to the right slightly. We made a collaborative decision to not continue the flight and to return to the airport we just departed; due to VMC conditions and an uncontaminated runway. Our first step was to turn the aircraft towards the airport; Captain told me to advise ATC we were declaring an emergency and was proceeding direct to the airport. As this was happening we also decided to reduce the throttle on the right engine to idle to avoid any unforeseen consequences. Although; the engine was never shut down; we thought it would be best to leave the engine at idle since all parameters were stable and within limits. The Captain once again assumed the radios and controls while I began to run the QRH Single Engine Approach and Landing Checklist. We wanted to plan for a worst possible scenario if the engine had to be secured. As the workload decreased; I assumed the radios from the Captain. Flight Attendant from his AFT station contacted the flight deck and stated that they felt a loud bang on the right side of the airplane. Captain asked if there was smoke; he stated 'NO'. The Captain directed him to prepare for a precautionary/emergency landing. We then contacted the Lead Flight Attendant using the TEST acronym; a timeline of ten minutes was given; and that we would announce to the passengers our dilemma shortly. The Captain handled all internal communications; briefed the flight attendants and briefed the passengers. Meanwhile the Controller issued a clearance to fly to a fix; as directed; we declined and requested vectors to the final approach course. As directed by the QRH we landed smoothly at flaps 28. Emergency equipment was standing by. As pilot not flying and requested by the Captain I asked the Tower Controller if there was any visible smoke and or damage to the aircraft as we slowly came to a stop at the end of the runway. Nothing noted. Taxied clear; stopped again. We did a final scan of the airplane. At that point; The Captain called the flight attendants; asked them if there was any smoke or any reason they seen that might lead to an evacuation. The answer was; 'NO'. He then made another announcement to the passengers; reassuring them that everything was fine.

Data retrieved from NASA's ASRS site as of July 2013 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.