Narrative:

In cruise flight, approximately 2 hours 30 mins out of hnl bound for nffn (nadi, fiji), flight engineer noted #3 CSD temperature approach and then exceed red line temperature. Captain's leg, xferred aircraft control to me to run CSD disconnect procedure. CSD failed to disconnect, which requires in-flight engine shutdown. Captain resumed aircraft control and I ran shutdown checklist with flight engineer, while attempting contact with ZOA via comrdo operator via HF. I advised captain nearest airway was to north (B580), and recommended left turn off airway and to declare an emergency, as this is rvsm airspace. Captain elected to turn right (north) and to not declare an emergency, as he did not want to '...cause any commotion back in hnl....' I advised comrdo, who would then advise ZOA of our intent to return to hnl, of our chosen course of action. It took comrdo nearly 3 mins to call us back with a clearance direct canns intersection, A579, carrp direct hnl FL220 (our maximum 3 engine altitude). We performed all required checklists, had comrdo advise company and landed hnl uneventfully. After flight, I advised captain that I thought we should have reversed course 25 NM south of the airway and declared an emergency as per the in-flight contingency section of the commercially published pacific en route chart, due to the possibility of conflicting traffic in rush airspace on a busy route. Unfortunately, the captain disagreed, fortunately nothing happened -- this time. Also, after flight, hnl tower told us by phone that we were escorted by 2 F15's inbound.

Related reports:

Google
 

Original NASA ASRS Text

Title: B747-100 CREW HAD A CSD THAT WAS OVERHEATING, AND WERE UNABLE TO DISCONNECT. THIS REQUIRED AN INFLT ENG SHUTDOWN. THE CAPT REFUSED TO DECLARE AN EMER AND HAD A TRACK AND ALTDEV IN PACIFIC OCEANIC RVSM AIRSPACE.

Narrative: IN CRUISE FLT, APPROX 2 HRS 30 MINS OUT OF HNL BOUND FOR NFFN (NADI, FIJI), FE NOTED #3 CSD TEMP APPROACH AND THEN EXCEED RED LINE TEMP. CAPT'S LEG, XFERRED ACFT CTL TO ME TO RUN CSD DISCONNECT PROC. CSD FAILED TO DISCONNECT, WHICH REQUIRES INFLT ENG SHUTDOWN. CAPT RESUMED ACFT CTL AND I RAN SHUTDOWN CHKLIST WITH FE, WHILE ATTEMPTING CONTACT WITH ZOA VIA COMRDO OPERATOR VIA HF. I ADVISED CAPT NEAREST AIRWAY WAS TO N (B580), AND RECOMMENDED L TURN OFF AIRWAY AND TO DECLARE AN EMER, AS THIS IS RVSM AIRSPACE. CAPT ELECTED TO TURN R (N) AND TO NOT DECLARE AN EMER, AS HE DID NOT WANT TO '...CAUSE ANY COMMOTION BACK IN HNL....' I ADVISED COMRDO, WHO WOULD THEN ADVISE ZOA OF OUR INTENT TO RETURN TO HNL, OF OUR CHOSEN COURSE OF ACTION. IT TOOK COMRDO NEARLY 3 MINS TO CALL US BACK WITH A CLRNC DIRECT CANNS INTXN, A579, CARRP DIRECT HNL FL220 (OUR MAX 3 ENG ALT). WE PERFORMED ALL REQUIRED CHKLISTS, HAD COMRDO ADVISE COMPANY AND LANDED HNL UNEVENTFULLY. AFTER FLT, I ADVISED CAPT THAT I THOUGHT WE SHOULD HAVE REVERSED COURSE 25 NM S OF THE AIRWAY AND DECLARED AN EMER AS PER THE INFLT CONTINGENCY SECTION OF THE COMMERCIALLY PUBLISHED PACIFIC ENRTE CHART, DUE TO THE POSSIBILITY OF CONFLICTING TFC IN RUSH AIRSPACE ON A BUSY RTE. UNFORTUNATELY, THE CAPT DISAGREED, FORTUNATELY NOTHING HAPPENED -- THIS TIME. ALSO, AFTER FLT, HNL TWR TOLD US BY PHONE THAT WE WERE ESCORTED BY 2 F15'S INBOUND.

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.