Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 150; Flight Crew Total 16000; Flight Crew Type 5000
Troubleshooting; Confusion; Distraction; Human-Machine Interface
Aircraft Equipment Problem Critical
Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency; General Flight Cancelled / Delayed
Human Factors; Aircraft
Following a normal taxi and reduced thrust takeoff we were climbing to 10;000 FT and turning east when we got an insufficient fuel message. When we looked at the PERF INIT page destination fuel showed 0.0K. We checked the FMS fuel used versus fuel on board plus the overhead fuel system panel and the fuel on board looked normal. Then the Relief Pilot noted the fuel flows were different with the left engine burning 10;400 LBS/HR and the right 3;200 LBS/HR. The First Officer pointed out the left engine was near max thrust and right near idle. In addition; both throttles were in the idle position. Finally; I noticed the slip indicator was indicating 1/2 full scale left deflection and realized that the engine thrust indications were correct.I then disconnected the auto throttles and adjusted the right thrust lever to see if we had control of that engine; which we did. I then checked left thrust lever and realized we had no control of that engine. We were leveling at 10;000 FT and the aircraft was now accelerating on one engine at full thrust and other at idle. The only way to slow the aircraft at this time was with spoilers at full deflection. So we shut down the left engine from full power (as we had control of engine thrust) via the fuel control cut off switch; declared an emergency and returned to our departure airport for a single engine; flaps 20; overweight landing. We advised ATC and requested CFR to be standing by as we were vectored for an ILS approach. We notified the company; briefed the flight attendants and made a PA to the passengers. We then prepared for a single engine landing running the single engine checklist and obtaining performance data for landing. With the cabin now secure we conducted an uneventful flaps 20 overweight landing utilizing autobrakes three. We exited the runway for fire crews to check aircraft and; when all was declared OK; were cleared to the gate. At no time were there any engine exceedences or status messages. At the gate we made two logbook entries; one for the engine problem and one for the overweight landing.
When the left engine remained at takeoff thrust with the thrust lever at idle and was unresponsive to autothrotte and/or manual inputs the flight crew of a long range Boeing twin shut the engine down and returned to their departure airport.