B757-200
Flight Crew Air Transport Pilot (ATP)
Time Pressure; Situational Awareness; Confusion; Fatigue; Workload; Training / Qualification
Aircraft Equipment Problem Critical
Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Company Policy
I was the Capt working [a] 757 flight last night.Takeoff was normal; leveled at 5000 per initial climb clearance. I was pilot monitoring. First Officer (FO) was hand flying. I noticed airspeed was 270 kts; then 280 kts. I called out; 'Hey watch the speed.' Then I noticed that BOTH throttles were at idle thrust; airspeed now 310; then 320 increasing; both thrust levers are still at IDLE. Cross checked all 3 airspeed indicators and all were in agreement; airspeed 330 increasing towards barber pole. I noticed left engine EPR stuck at takeoff power; both throttles were still idle. Left engine EPR 1.60; EGT around 792. I returned to the departure airport. I pulled speed brake to keep speed just below VMO while we run check list. Gave Flight Attendant overview of shutdown and emergency with TEST items.Aircraft was now stabilized with the FO still hand flying with both throttles at IDLE; airspeed now just below VMO with speed brake out at 5000. Gave Flight Attendant purser TEST ITEMS. Made PA.In short; Started APU; open the crossfeed; shutdown secured the runaway engine with the fuel lever; and landed overweight on 31 per QRH. [Upon landing; aircraft was] checked for leaks or unknown damage; everything was fine; taxied in on single engine.I offer a few interesting observations.---other than exceeding 250 kts below 10;000; and overweight landing; I don't think any limitations were exceeded. DFDR download may reveal otherwise. --Emergency authority was used.--We don't really get a bunch of training in such a maneuver where you must secure a bad engine that's producing excessive thrust.--Be sure you secure the correct engine... it looks total different with both throttles at idle; and no fire lights or cockpit alerting. --FO hand flew the entire time; what a great decision that was! Autopilot would have likely have disconnected resulting in an UPSET.--Be ready for an upset/ gross pitch/yaw change as you abruptly transition from takeoff power on bad engine; and Idle thrust on good engine; to zero thrust on bad engine and significant thrust on good engine.--FO was fantastic!! FO made a smooth; awesome overweight single engine landing.--The Company wanted us to change equipment; but we all decided that due to the intense adrenaline filled nature of previous flight; it was best to call it a night.--I notice today the maintenance entry seems to place fault in Fuel Control [Unit].
After taking off and leveling at our cleared SID altitude of 5000 FT; I noticed the aircraft was not responding to my inputs to maintain 250kt. Upon reducing the thrust levers towards idle; it became apparent the (left) engine was not responding and the aircraft was still accelerating. We told ATC our intentions to return to [the departure airport]; while the crew referred to the QRH for the appropriate checklist. I hand flew the aircraft in anticipation of an in flight shutdown; so as to [avoid] excessive yaw while smoothly advancing the operating (right) engine. We completed the checklist and returned for a safe overweight landing. Upon clearing the runway; personnel inspected the aircraft and left engine; finding nothing damaged. We proceed back to the terminal on our own power and normal deplaning.
During the departure climb a B757-200 left engine fuel control malfunctioned and commanded takeoff thrust. While near VMO at 5;000 FT; the engine was shut down; the QRH completed and the flight returned to the departure airport.