Narrative:

After departure and near the end of climb out to 7000 ft, we noticed the right manifold pressure falling off approximately 4 inches, even though we advanced the throttle back to climb power, 38 inches. At this point, the first officer was starting his level off for cruise flight. In the process, he realized he could not retard the left throttle and the right manifold pressure was still lagging behind. Once we determined our left throttle was stuck, we asked ATC permission to contact unicom (irk), permission was granted. We contacted unicom and ask for guidance from company personnel regarding the problem and the decision was made to return to irk. We then asked ATC for permission to return to irk, they advised turn to heading of 080 and ask if we had a problem and at the time we advised them we had a stuck throttle and ask if they would ask irk to standby. At this time the right engine coughed. While in the left turn, we applied alternate induction air. As the right induction air was applied, the right engine lost power -- right indication air was returned to normal position. The engine regained power only to lose power again. At this time, the PIC took over flying the airplane and the engine was feathered which stopped our altitude loss. ATC advised right engine feathered. As we finished the shut down checklist and our turn to 080, the left engine, which had the throttle stuck, briefly lost power 2-3 times within a time span of approximately 15-20 seconds (estimate). After this we asked ATC for direct irk airport and advised we would need assistance on the ground. The left engine quit acting up, so we decided to do the localizer 36 approach with a short turn on at the marker, knowing we could not go around and not sure the left engine would keep power. We were assigned heading 080 and pilot discretion to 3000 ft. Descent was uneventful and we crossed the OM (kemmy) at 3100 ft and turned inbound. Approach flaps were deployed to help our descent because we could not retard throttle. We decided upon having the airport and runway made, that full flaps, gear, and mixture idle cutoff would be executed to stop aircraft on the runway. The first officer spotted the approach lights and stated he had the runway and we were high. We executed our plan and flew the plane to approximately midfield touchdown. Still somewhat fast, the flaps were retracted and brakes applied. The wet runway didn't do much for our braking action, and we knew we wouldn't get stopped. I steered the plane slightly to the right to miss some obstructions, (localizer equipment). We exited the approach end of runway 18, ran through a chainlink fence and came to rest on a gravel road, approximately 275 yards off the end of the runway. All passengers were promptly deplaned through the planes main door and taken to the terminal building. There were no injuries to passengers or crew.

Google
 

Original NASA ASRS Text

Title: INFLT ENG SHUTDOWN IN ICING CONDITIONS MANDATES A RETURN AND LAND AT DEP ARPT. RWY EXCURSION DURING LNDG PROC ROLLOUT AFTER LONG LNDG. LNDG OVERSHOT.

Narrative: AFTER DEP AND NEAR THE END OF CLB OUT TO 7000 FT, WE NOTICED THE R MANIFOLD PRESSURE FALLING OFF APPROX 4 INCHES, EVEN THOUGH WE ADVANCED THE THROTTLE BACK TO CLB PWR, 38 INCHES. AT THIS POINT, THE FO WAS STARTING HIS LEVEL OFF FOR CRUISE FLT. IN THE PROCESS, HE REALIZED HE COULD NOT RETARD THE L THROTTLE AND THE R MANIFOLD PRESSURE WAS STILL LAGGING BEHIND. ONCE WE DETERMINED OUR L THROTTLE WAS STUCK, WE ASKED ATC PERMISSION TO CONTACT UNICOM (IRK), PERMISSION WAS GRANTED. WE CONTACTED UNICOM AND ASK FOR GUIDANCE FROM COMPANY PERSONNEL REGARDING THE PROBLEM AND THE DECISION WAS MADE TO RETURN TO IRK. WE THEN ASKED ATC FOR PERMISSION TO RETURN TO IRK, THEY ADVISED TURN TO HDG OF 080 AND ASK IF WE HAD A PROBLEM AND AT THE TIME WE ADVISED THEM WE HAD A STUCK THROTTLE AND ASK IF THEY WOULD ASK IRK TO STANDBY. AT THIS TIME THE R ENG COUGHED. WHILE IN THE L TURN, WE APPLIED ALTERNATE INDUCTION AIR. AS THE R INDUCTION AIR WAS APPLIED, THE R ENG LOST PWR -- R INDICATION AIR WAS RETURNED TO NORMAL POS. THE ENG REGAINED PWR ONLY TO LOSE PWR AGAIN. AT THIS TIME, THE PIC TOOK OVER FLYING THE AIRPLANE AND THE ENG WAS FEATHERED WHICH STOPPED OUR ALT LOSS. ATC ADVISED R ENG FEATHERED. AS WE FINISHED THE SHUT DOWN CHKLIST AND OUR TURN TO 080, THE L ENG, WHICH HAD THE THROTTLE STUCK, BRIEFLY LOST PWR 2-3 TIMES WITHIN A TIME SPAN OF APPROX 15-20 SECONDS (ESTIMATE). AFTER THIS WE ASKED ATC FOR DIRECT IRK ARPT AND ADVISED WE WOULD NEED ASSISTANCE ON THE GND. THE L ENG QUIT ACTING UP, SO WE DECIDED TO DO THE LOC 36 APCH WITH A SHORT TURN ON AT THE MARKER, KNOWING WE COULD NOT GO AROUND AND NOT SURE THE L ENG WOULD KEEP PWR. WE WERE ASSIGNED HDG 080 AND PLT DISCRETION TO 3000 FT. DSCNT WAS UNEVENTFUL AND WE CROSSED THE OM (KEMMY) AT 3100 FT AND TURNED INBOUND. APCH FLAPS WERE DEPLOYED TO HELP OUR DSCNT BECAUSE WE COULD NOT RETARD THROTTLE. WE DECIDED UPON HAVING THE ARPT AND RWY MADE, THAT FULL FLAPS, GEAR, AND MIXTURE IDLE CUTOFF WOULD BE EXECUTED TO STOP ACFT ON THE RWY. THE FO SPOTTED THE APCH LIGHTS AND STATED HE HAD THE RWY AND WE WERE HIGH. WE EXECUTED OUR PLAN AND FLEW THE PLANE TO APPROX MIDFIELD TOUCHDOWN. STILL SOMEWHAT FAST, THE FLAPS WERE RETRACTED AND BRAKES APPLIED. THE WET RWY DIDN'T DO MUCH FOR OUR BRAKING ACTION, AND WE KNEW WE WOULDN'T GET STOPPED. I STEERED THE PLANE SLIGHTLY TO THE R TO MISS SOME OBSTRUCTIONS, (LOC EQUIP). WE EXITED THE APCH END OF RWY 18, RAN THROUGH A CHAINLINK FENCE AND CAME TO REST ON A GRAVEL ROAD, APPROX 275 YARDS OFF THE END OF THE RWY. ALL PAXS WERE PROMPTLY DEPLANED THROUGH THE PLANES MAIN DOOR AND TAKEN TO THE TERMINAL BUILDING. THERE WERE NO INJURIES TO PAXS OR CREW.

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.