Narrative:

Hand flying a B757 on runway 25L ILS lax. (Gear down, flaps 30.) at approximately 1100 ft AGL in IMC, noticed a left yaw and roll, dramatic pitch up and airspeed increase. Initiated a 2 engine go around. Because of our low gross weight, the go around pitch attitude was approximately 22 degrees aircraft nose up. The captain was overly concerned with the high pitch attitude and was distracted from determining that the right engine had accelerated to over 101 percent N1 with no throttle movement. When I retarded the throttles at the missed approach altitude, the aircraft again yawed and rolled left. I advanced both throttles to maintain control of the aircraft. I called out the right engine's condition to the captain and advised we shut down the right engine. The engine was shut down per SOP. An emergency had been declared by the captain during the early part of the go around. All appropriate checklists were completed, the cabin was prepped for evacuation, and an uneventful single-engine approach and landing was accomplished. There were no injuries on damage to passenger or aircraft. I feel the captain's unwarranted concern over the aircraft's pitch attitude during the go around (he actually pushed forward on the yoke and fought me to reduce the pitch) (he never said, 'I have the airplane.') prevented him from accomplishing the PNF's duties of recognizing and calling out the problem with the engine. The entire 'events' duration was prolonged because 2 people were flying the aircraft and the PNF was not monitoring the engine instruments per SOP.

Related reports:

Google
 

Original NASA ASRS Text

Title: ACFT EQUIP PROB ENG WENT TO FULL THRUST AND COULDN'T BE CTLED.

Narrative: HAND FLYING A B757 ON RWY 25L ILS LAX. (GEAR DOWN, FLAPS 30.) AT APPROX 1100 FT AGL IN IMC, NOTICED A L YAW AND ROLL, DRAMATIC PITCH UP AND AIRSPD INCREASE. INITIATED A 2 ENG GAR. BECAUSE OF OUR LOW GROSS WT, THE GAR PITCH ATTITUDE WAS APPROX 22 DEGS ACFT NOSE UP. THE CAPT WAS OVERLY CONCERNED WITH THE HIGH PITCH ATTITUDE AND WAS DISTRACTED FROM DETERMINING THAT THE R ENG HAD ACCELERATED TO OVER 101 PERCENT N1 WITH NO THROTTLE MOVEMENT. WHEN I RETARDED THE THROTTLES AT THE MISSED APCH ALT, THE ACFT AGAIN YAWED AND ROLLED L. I ADVANCED BOTH THROTTLES TO MAINTAIN CTL OF THE ACFT. I CALLED OUT THE R ENG'S CONDITION TO THE CAPT AND ADVISED WE SHUT DOWN THE R ENG. THE ENG WAS SHUT DOWN PER SOP. AN EMER HAD BEEN DECLARED BY THE CAPT DURING THE EARLY PART OF THE GAR. ALL APPROPRIATE CHKLISTS WERE COMPLETED, THE CABIN WAS PREPPED FOR EVACUATION, AND AN UNEVENTFUL SINGLE-ENG APCH AND LNDG WAS ACCOMPLISHED. THERE WERE NO INJURIES ON DAMAGE TO PAX OR ACFT. I FEEL THE CAPT'S UNWARRANTED CONCERN OVER THE ACFT'S PITCH ATTITUDE DURING THE GAR (HE ACTUALLY PUSHED FORWARD ON THE YOKE AND FOUGHT ME TO REDUCE THE PITCH) (HE NEVER SAID, 'I HAVE THE AIRPLANE.') PREVENTED HIM FROM ACCOMPLISHING THE PNF'S DUTIES OF RECOGNIZING AND CALLING OUT THE PROB WITH THE ENG. THE ENTIRE 'EVENTS' DURATION WAS PROLONGED BECAUSE 2 PEOPLE WERE FLYING THE ACFT AND THE PNF WAS NOT MONITORING THE ENG INSTS PER SOP.

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.