Narrative:

The flight originated at nashville international airport. We were filed IFR to kansas city downtown airport. 2 persons were aboard, myself and the first officer. Approaching the field we were given radar vectors for runway 1. Upon sighting the field we were cleared for a visual approach to runway 1. I reduced the thrust levers and we started our descent for the airport. After configuring for landing (gear down, flaps 40 degrees), I pushed the thrust levers forward and felt no change in thrust. It had seemed that both engines had quit. The aircraft's altitude was too low to glide to any runway in its landing confign at approach airspds. I quickly attempted a restart on the right engine and called for flaps 25 degrees. The engine did not start. I told the first officer to alert the tower that we were engine out and going down. Descending rapidly, I decided to try and land safely by banking the airplane into a left turn toward a nearby strip of land. We rolled wings level and landed next to a freeway on the strip of land. After touchdown, I pulled the airbrakes, applied maximum braking and called for the drag chute which the first officer deployed. The aircraft came to a stop. We called the tower and told them our position and that we had no injuries. I believe the thrust lever idle stop failed. Supplemental information from acn 399298: apr/xx/98, we spoke with the FAA inspectors of the kansas region. The cause they came up with at the scene was a problem with the throttle quadrant. The right throttle stop had sheared off and the left stop had turned so that when the throttles were pulled back to flight idle it allowed the throttles to go through the gate to idle cut off. This is the reason for our engine failures, and the reason we could not get the engines restarted, because we thought the throttles were still in the flight idle position.

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Original NASA ASRS Text

Title: A DASSAULT 20 ON APCH AT 1000 FT DECLARED AN EMER AND MADE AN OFF ARPT LNDG DUE TO BOTH ENGS SHUTTING DOWN CAUSED BY A BROKEN THROTTLE STOP ALLOWING THE THROTTLES TO RETARD TO FUEL CUTOFF.

Narrative: THE FLT ORIGINATED AT NASHVILLE INTL ARPT. WE WERE FILED IFR TO KANSAS CITY DOWNTOWN ARPT. 2 PERSONS WERE ABOARD, MYSELF AND THE FO. APCHING THE FIELD WE WERE GIVEN RADAR VECTORS FOR RWY 1. UPON SIGHTING THE FIELD WE WERE CLRED FOR A VISUAL APCH TO RWY 1. I REDUCED THE THRUST LEVERS AND WE STARTED OUR DSCNT FOR THE ARPT. AFTER CONFIGURING FOR LNDG (GEAR DOWN, FLAPS 40 DEGS), I PUSHED THE THRUST LEVERS FORWARD AND FELT NO CHANGE IN THRUST. IT HAD SEEMED THAT BOTH ENGS HAD QUIT. THE ACFT'S ALT WAS TOO LOW TO GLIDE TO ANY RWY IN ITS LNDG CONFIGN AT APCH AIRSPDS. I QUICKLY ATTEMPTED A RESTART ON THE R ENG AND CALLED FOR FLAPS 25 DEGS. THE ENG DID NOT START. I TOLD THE FO TO ALERT THE TWR THAT WE WERE ENG OUT AND GOING DOWN. DSNDING RAPIDLY, I DECIDED TO TRY AND LAND SAFELY BY BANKING THE AIRPLANE INTO A L TURN TOWARD A NEARBY STRIP OF LAND. WE ROLLED WINGS LEVEL AND LANDED NEXT TO A FREEWAY ON THE STRIP OF LAND. AFTER TOUCHDOWN, I PULLED THE AIRBRAKES, APPLIED MAX BRAKING AND CALLED FOR THE DRAG CHUTE WHICH THE FO DEPLOYED. THE ACFT CAME TO A STOP. WE CALLED THE TWR AND TOLD THEM OUR POS AND THAT WE HAD NO INJURIES. I BELIEVE THE THRUST LEVER IDLE STOP FAILED. SUPPLEMENTAL INFO FROM ACN 399298: APR/XX/98, WE SPOKE WITH THE FAA INSPECTORS OF THE KANSAS REGION. THE CAUSE THEY CAME UP WITH AT THE SCENE WAS A PROB WITH THE THROTTLE QUADRANT. THE R THROTTLE STOP HAD SHEARED OFF AND THE L STOP HAD TURNED SO THAT WHEN THE THROTTLES WERE PULLED BACK TO FLT IDLE IT ALLOWED THE THROTTLES TO GO THROUGH THE GATE TO IDLE CUT OFF. THIS IS THE REASON FOR OUR ENG FAILURES, AND THE REASON WE COULD NOT GET THE ENGS RESTARTED, BECAUSE WE THOUGHT THE THROTTLES WERE STILL IN THE FLT IDLE POS.

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.