Narrative:

On flight from tpa to bwi, we were descending to FL290 from FL310. We'd been given a heading off the arwy (ric area). While in the turn and leveling at FL290, the left throttle did not come up with the right one (we were told by ATC to hold 250 KTS). We disconnected the automatic throttle and pushed it forward. The throttle moved freely but we were unable to get any power above idle. (Approximately engine indications: N1-22-22%/egt mid 500 range; about 550C/N2-609./FF350#.) as there wasn't any vibration or other indication of an abnormality we tried to analyze the situation. Before we started to troubleshoot or at about the same time we checked our mlt capability on the good engine and our minimum safe airspeed for FL290. We were only able to maintain about 10 KTS above minimum safe airspeed, so we told ATC we needed lower. They said they had traffic below us. We then told them we had an engine problem and needed lower very quickly. ATC then responded with the altitude request. We tried turning engine heat on, x-feeding fuel, flight ignition, checked circuit breaker's and referred to the manual, none of which made any difference. At this time there were no abnormal indications and the systems seemed to be working normally (except the engine). We started the APU and kept the fuel in balance. The copilot was flying the aircraft at this time. He had everything under control, so I went off ATC to ask for some help from maintenance. I talked to bwi operations who put me on to maintenance, who then talked to maintenance control. They thought we probably had a cable or mec problem, but did not suggest any other course of action. The engine was not giving us any malfunction indications at this time, except the lack of throttle response. We decided to land in ric as we were single engine in reality and it was the nearest suitable airport. Bwi operations put me on with the dispatcher, who thought we might be able to go on to bwi, but after we explained further he re-released us to ric. The first officer was still flying and I told ATC we were going to land ric. Also the dispatcher said he would notify ric, etc. I called all 3 F/a's to the cockpit and told them the problem. I told them the landing would seem a little faster than normal (flaps 15 degrees). I said it should be a normal landing, and if there were any problems I would give the 6 bell signal and they should listen to the passenger announcement for any additional instructions. I forgot to tell them the normal 3 bell signal would be used before landing, so I rang them a few mins later and informed them I made a passenger announcement telling them we had an mec that was not acting quite properly, and as a precaution we were going to land in ric and have maintenance take a look at it. We had been switched over to approach control at this point. He told us to expect runway 20. I told him we would need the long runway (16/34). He said to expect 16. I told him we would need a long final and to please tune up the ILS. The winds were about 250 degrees at 13 KTS and the WX was clear. About the time we were leaving 10000' I started flying the aircraft to get a feel for it before landing. I had the first officer run through the single engine checklists. About 15 mins after this problem started the gen kicked off the line, the hydraulic low pressure light illuminated & the low idle light came on. The oil pressure was getting very low, but no light as far as I can remember. We put the buss on the APU gen. Now the indications were more typical of a flame-out, so we shut the engine down (per checklist) and tried to restart it (per checklist). We got light off but very sluggish N1 and N2, and the egt was getting in the high 600C range and climbing with no engine acceleration. At this pont we were getting close to the airport and the engine was not going to get a good start, so we secured it (shutdown). ATC asked how long a final we would like, and I told him 12 mi would be fine (that was just about where we were). We were at 3500' at this time. He vectored us to intercept the localizer. We saw the airport once established inbound. I called for flaps 1 degree, 5 degrees, then gear down, flaps 15 degrees and single engine landing checklist. We gave the F/a the 3 bell signal. The first officer confirmed the emergency equipment was standing by. We shot the approach at bug + 10-15 KTS, the landing was uneventful. The first officer told the tower the emergency equipment would not be necessary. He checked with operations about what they wanted to do with the people. They said they were checking. The first officer then told the folks that everything was fine and the agents were checking on a way to get them to their destinations. We taxied in and shut down.

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Original NASA ASRS Text

Title: ENGINE ROLLBACK AND NON RESPONSE FOR ADVTECH MLG FINALLY LEADS TO INFLT ENGINE SHUTDOWN AND EMERGENCY LNDG.

Narrative: ON FLT FROM TPA TO BWI, WE WERE DSNDING TO FL290 FROM FL310. WE'D BEEN GIVEN A HDG OFF THE ARWY (RIC AREA). WHILE IN THE TURN AND LEVELING AT FL290, THE LEFT THROTTLE DID NOT COME UP WITH THE RIGHT ONE (WE WERE TOLD BY ATC TO HOLD 250 KTS). WE DISCONNECTED THE AUTO THROTTLE AND PUSHED IT FORWARD. THE THROTTLE MOVED FREELY BUT WE WERE UNABLE TO GET ANY PWR ABOVE IDLE. (APPROX ENG INDICATIONS: N1-22-22%/EGT MID 500 RANGE; ABOUT 550C/N2-609./FF350#.) AS THERE WASN'T ANY VIBRATION OR OTHER INDICATION OF AN ABNORMALITY WE TRIED TO ANALYZE THE SITUATION. BEFORE WE STARTED TO TROUBLESHOOT OR AT ABOUT THE SAME TIME WE CHKED OUR MLT CAPABILITY ON THE GOOD ENG AND OUR MINIMUM SAFE AIRSPD FOR FL290. WE WERE ONLY ABLE TO MAINTAIN ABOUT 10 KTS ABOVE MINIMUM SAFE AIRSPD, SO WE TOLD ATC WE NEEDED LOWER. THEY SAID THEY HAD TFC BELOW US. WE THEN TOLD THEM WE HAD AN ENG PROB AND NEEDED LOWER VERY QUICKLY. ATC THEN RESPONDED WITH THE ALT REQUEST. WE TRIED TURNING ENG HEAT ON, X-FEEDING FUEL, FLT IGNITION, CHKED CB'S AND REFERRED TO THE MANUAL, NONE OF WHICH MADE ANY DIFFERENCE. AT THIS TIME THERE WERE NO ABNORMAL INDICATIONS AND THE SYSTEMS SEEMED TO BE WORKING NORMALLY (EXCEPT THE ENG). WE STARTED THE APU AND KEPT THE FUEL IN BALANCE. THE COPLT WAS FLYING THE ACFT AT THIS TIME. HE HAD EVERYTHING UNDER CTL, SO I WENT OFF ATC TO ASK FOR SOME HELP FROM MAINT. I TALKED TO BWI OPS WHO PUT ME ON TO MAINT, WHO THEN TALKED TO MAINT CTL. THEY THOUGHT WE PROBABLY HAD A CABLE OR MEC PROB, BUT DID NOT SUGGEST ANY OTHER COURSE OF ACTION. THE ENG WAS NOT GIVING US ANY MALFUNCTION INDICATIONS AT THIS TIME, EXCEPT THE LACK OF THROTTLE RESPONSE. WE DECIDED TO LAND IN RIC AS WE WERE SINGLE ENG IN REALITY AND IT WAS THE NEAREST SUITABLE ARPT. BWI OPS PUT ME ON WITH THE DISPATCHER, WHO THOUGHT WE MIGHT BE ABLE TO GO ON TO BWI, BUT AFTER WE EXPLAINED FURTHER HE RE-RELEASED US TO RIC. THE F/O WAS STILL FLYING AND I TOLD ATC WE WERE GOING TO LAND RIC. ALSO THE DISPATCHER SAID HE WOULD NOTIFY RIC, ETC. I CALLED ALL 3 F/A'S TO THE COCKPIT AND TOLD THEM THE PROB. I TOLD THEM THE LNDG WOULD SEEM A LITTLE FASTER THAN NORMAL (FLAPS 15 DEGS). I SAID IT SHOULD BE A NORMAL LNDG, AND IF THERE WERE ANY PROBS I WOULD GIVE THE 6 BELL SIGNAL AND THEY SHOULD LISTEN TO THE PAX ANNOUNCEMENT FOR ANY ADDITIONAL INSTRUCTIONS. I FORGOT TO TELL THEM THE NORMAL 3 BELL SIGNAL WOULD BE USED BEFORE LNDG, SO I RANG THEM A FEW MINS LATER AND INFORMED THEM I MADE A PAX ANNOUNCEMENT TELLING THEM WE HAD AN MEC THAT WAS NOT ACTING QUITE PROPERLY, AND AS A PRECAUTION WE WERE GOING TO LAND IN RIC AND HAVE MAINT TAKE A LOOK AT IT. WE HAD BEEN SWITCHED OVER TO APCH CTL AT THIS POINT. HE TOLD US TO EXPECT RWY 20. I TOLD HIM WE WOULD NEED THE LONG RWY (16/34). HE SAID TO EXPECT 16. I TOLD HIM WE WOULD NEED A LONG FINAL AND TO PLEASE TUNE UP THE ILS. THE WINDS WERE ABOUT 250 DEGS AT 13 KTS AND THE WX WAS CLR. ABOUT THE TIME WE WERE LEAVING 10000' I STARTED FLYING THE ACFT TO GET A FEEL FOR IT BEFORE LNDG. I HAD THE F/O RUN THROUGH THE SINGLE ENG CHKLISTS. ABOUT 15 MINS AFTER THIS PROB STARTED THE GEN KICKED OFF THE LINE, THE HYD LOW PRESSURE LIGHT ILLUMINATED & THE LOW IDLE LIGHT CAME ON. THE OIL PRESSURE WAS GETTING VERY LOW, BUT NO LIGHT AS FAR AS I CAN REMEMBER. WE PUT THE BUSS ON THE APU GEN. NOW THE INDICATIONS WERE MORE TYPICAL OF A FLAME-OUT, SO WE SHUT THE ENG DOWN (PER CHKLIST) AND TRIED TO RESTART IT (PER CHKLIST). WE GOT LIGHT OFF BUT VERY SLUGGISH N1 AND N2, AND THE EGT WAS GETTING IN THE HIGH 600C RANGE AND CLBING WITH NO ENG ACCELERATION. AT THIS PONT WE WERE GETTING CLOSE TO THE ARPT AND THE ENG WAS NOT GOING TO GET A GOOD START, SO WE SECURED IT (SHUTDOWN). ATC ASKED HOW LONG A FINAL WE WOULD LIKE, AND I TOLD HIM 12 MI WOULD BE FINE (THAT WAS JUST ABOUT WHERE WE WERE). WE WERE AT 3500' AT THIS TIME. HE VECTORED US TO INTERCEPT THE LOC. WE SAW THE ARPT ONCE ESTABLISHED INBND. I CALLED FOR FLAPS 1 DEG, 5 DEGS, THEN GEAR DOWN, FLAPS 15 DEGS AND SINGLE ENG LNDG CHKLIST. WE GAVE THE F/A THE 3 BELL SIGNAL. THE F/O CONFIRMED THE EMER EQUIP WAS STANDING BY. WE SHOT THE APCH AT BUG + 10-15 KTS, THE LNDG WAS UNEVENTFUL. THE F/O TOLD THE TWR THE EMER EQUIP WOULD NOT BE NECESSARY. HE CHKED WITH OPS ABOUT WHAT THEY WANTED TO DO WITH THE PEOPLE. THEY SAID THEY WERE CHKING. THE F/O THEN TOLD THE FOLKS THAT EVERYTHING WAS FINE AND THE AGENTS WERE CHKING ON A WAY TO GET THEM TO THEIR DESTS. WE TAXIED IN AND SHUT DOWN.

Data retrieved from NASA's ASRS site as of July 2007 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.