EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Distraction; Situational Awareness; Workload
Aircraft Equipment Problem Critical
Flight Crew Overcame Equipment Problem
Human Factors; Aircraft
We were descending on the ILS [and] had just entered sterile cockpit and ATC asked if we had the airport in sight. We responded that we did and they cleared us for the visual and gave a speed reduction from 250 kts to 210 kts. I set the speed selector to 210 kts and after the throttles went to idle for the slowdown we received an ENG 2 CONTROL FAULT caution message on the EICAS. My FO grabbed the QRH and I told him that I had the aircraft and the radios and he would run the QRH for the displayed message. We performed QRH which after disconnecting autothrottles asked if the engine was responsive. I advanced the engine 2 thrust lever and there was no response; this was at approximately at 8800 ft. The QRH said that throttle response would be either slow or stabilized in an idle condition. The engine was stabilized at idle and the QRH told us to prepare for a single engine approach and landing. After determining that the throttle was unresponsive we told ATC our problem. We informed the flight attendants of the situation even though we were in sterile because I felt they should be aware of the situation. We did not brief the passengers because of the high workload and felt that it was more important to get the airplane on the ground since we would be landing very shortly. I elected to keep the non-responsive engine running because it was at a stabilized idle thrust condition and there was no indications that I felt warranted a complete shutdown. We configured the aircraft early to ensure a stabilized approach. In the high workload I forgot to arm the approach mode and ended up slightly high on glide slope. I clicked off the autopilot and hand flew the approach to an uneventful landing. We taxied to the gate and deplaned normally without any further incidents. Once everyone was off the plane I called Dispatch to notify them of the event as required per the Flight Operations Manual.
While descending through approximately 10;000 MSL after speed reduction to 210 knots; EICAS message 'ENG 2 FADEC CONTROL FAULT' appeared.
EMB-175 flight crew reported landing with the #2 engine at idle thrust; with no response to thrust lever input; due to a FADEC fault.