Narrative:

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 (first officer) 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 first officer 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. --First officer 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.--first officer was fantastic!! First officer 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].

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Original NASA ASRS Text

Title: 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.

Narrative: 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].

Data retrieved from NASA's ASRS site 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.