Narrative:

As we were descending; we were asked to enter holding over the IAF at FL50. Another aircraft ahead of us had to do a low pass over the runway to check that their gear was down. As I pulled the power back to idle; in order to slow to holding speed; I noticed that the left engine read 29% N1 and the right engine read 63% N1 with both thrust levers full aft. I cycled the right throttle a few times to see if I could change the condition to no avail. We entered holding and I directed the flight crew to look for a procedure in the QRH for a high idle condition. After a few minutes they reported that they could find no information. We decided to remain in holding longer and advised ATC. We then contacted maintenance via satcomm to see if they could assist us further. After a discussion of the condition; they wanted us to return to ZZZZ but we were unable due to fuel. We then asked about possibly turning off the eec (engine electronic controller) for the right engine. After they gave the go ahead that did no good. We then called dispatch and advised them of the situation. I [advised] ATC; had them alert fire rescue and told them we had 181 souls on board. I said we would call them back when we were ready for the approach. We then descended to 3000 feet per ATC instructions. I directed the relief pilot to give a test briefing to the flight attendant's (flight attendants) and that we did not plan to evacuate. Finally; we turned the auto throttles off to see if that helped. It did not. We then had a brief discussion on the safest course of action. I decided that it was best to try and fly a normal 2 engine ILS approach at flaps 30 and autobrakes 4. If the aircraft could maintain a stable approach reference speed; we would continue the approach and land. If not; we would go around and then execute a single engine approach. We did a landing assessment and we had plenty of landing margin assuming a normal engine condition. With that in mind; I decided that the safest landing would be to shut down the right engine in the flare once landing was assured. We referenced the engine failure or shutdown checklist for any more information. We started the APU. We then ran the emergency landing checklist. At this point; we were ready for the approach and got clearance to descend to 2;000 feet and shoot the ILS. We configured the aircraft with gear down and flaps 30. Airspeed was stable in level flight. We intercepted the glide slope and airspeed remained stable as required N1 was about 65%. Approach was normal. As I started the flare; I directed the first officer (first officer); after verifying the right engine; to shut it down. Landing was normal but as I raised the thrust reversers to the first position the right engine shut down and the reverser froze in the open position. I stopped the aircraft with left reverse thrust and autobrakes well within the confines of the runway. We advised ATC at this point that we could continue to the gate. On taxi in; I finally made a quick PA explaining what happened to the passengers. We parked and shut down the left engine and ran the after landing checklist.

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Original NASA ASRS Text

Title: B767-300 flight crew reported an issue with one engine that was idling at high RPM's.

Narrative: As we were descending; we were asked to enter holding over the IAF at FL50. Another aircraft ahead of us had to do a low pass over the runway to check that their gear was down. As I pulled the power back to idle; in order to slow to holding speed; I noticed that the left engine read 29% N1 and the right engine read 63% N1 with both thrust levers full aft. I cycled the right throttle a few times to see if I could change the condition to no avail. We entered holding and I directed the flight crew to look for a procedure in the QRH for a high idle condition. After a few minutes they reported that they could find no information. We decided to remain in holding longer and advised ATC. We then contacted Maintenance via satcomm to see if they could assist us further. After a discussion of the condition; they wanted us to return to ZZZZ but we were unable due to fuel. We then asked about possibly turning off the EEC (Engine Electronic Controller) for the right engine. After they gave the go ahead that did no good. We then called Dispatch and advised them of the situation. I [advised] ATC; had them alert Fire Rescue and told them we had 181 souls on board. I said we would call them back when we were ready for the approach. We then descended to 3000 feet per ATC instructions. I directed the relief pilot to give a TEST briefing to the FA's (Flight Attendants) and that we did not plan to evacuate. Finally; we turned the auto throttles off to see if that helped. It did not. We then had a brief discussion on the safest course of action. I decided that it was best to try and fly a normal 2 engine ILS approach at flaps 30 and autobrakes 4. If the aircraft could maintain a stable approach REF speed; we would continue the approach and land. If not; we would go around and then execute a single engine approach. We did a landing assessment and we had plenty of landing margin assuming a normal engine condition. With that in mind; I decided that the safest landing would be to shut down the right engine in the flare once landing was assured. We referenced the Engine Failure or Shutdown Checklist for any more information. We started the APU. We then ran the Emergency Landing Checklist. At this point; we were ready for the approach and got clearance to descend to 2;000 feet and shoot the ILS. We configured the aircraft with gear down and flaps 30. Airspeed was stable in level flight. We intercepted the glide slope and airspeed remained stable as required N1 was about 65%. Approach was normal. As I started the flare; I directed the FO (First Officer); after verifying the right engine; to shut it down. Landing was normal but as I raised the thrust reversers to the first position the right engine shut down and the reverser froze in the open position. I stopped the aircraft with left reverse thrust and autobrakes well within the confines of the runway. We advised ATC at this point that we could continue to the gate. On taxi in; I finally made a quick PA explaining what happened to the passengers. We parked and shut down the left engine and ran the after landing checklist.

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.