Narrative:

During descent from 3000 ft to 2000 ft and joining localizer to runway 17 the #1 thrust lever was reduced. The #1 engine did not respond to thrust lever angle changes. We contacted I90 and requested a climb and vectors in the vicinity of airport as we needed to discontinue the approach to complete appropriate procedures. We complied with vectors and advised ATC of potential problem. The first officer looked in the QRH for appropriate procedures and then we contacted mntnc control and one of the chief pilots. We discussed the problem and best possible solution. After some discussion we mutually agreed that the best coarse of action was to shutdown the # engine and we did so via the QRH.the flight was then diverted to hou (hobby). Our company dispatch was notified and a new release and performance was completed. We completed all appropriate checklists and shutdown the #1 engine according to the QRH (quick reference handbook).an emergency was declared and an uneventful single engine landing at hou was made without further incident. Callback conversation with reporter revealed the following information: the reporter stated the left engine could be advanced but when retarding the #1 engine throttle it was limited to 66% N1 speed. The reporter said this is the first time he experienced a throttle response problem but is aware of others on the fleet. The reporter said the correction on this aircraft was replacement of the fuel control.

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Original NASA ASRS Text

Title: A CANADAAIR CL65 ON APCH AT 3000 FT DECLARED AN EMER AND DIVERTED DUE TO UNABLE TO RETARD #1 ENG BELOW 66% N1.

Narrative: DURING DESCENT FROM 3000 FT TO 2000 FT AND JOINING LOC TO RWY 17 THE #1 THRUST LEVER WAS REDUCED. THE #1 ENG DID NOT RESPOND TO THRUST LEVER ANGLE CHANGES. WE CONTACTED I90 AND REQUESTED A CLB AND VECTORS IN THE VICINITY OF ARPT AS WE NEEDED TO DISCONTINUE THE APCH TO COMPLETE APPROPRIATE PROCS. WE COMPLIED WITH VECTORS AND ADVISED ATC OF POTENTIAL PROB. THE FO LOOKED IN THE QRH FOR APPROPRIATE PROCS AND THEN WE CONTACTED MNTNC CTL AND ONE OF THE CHIEF PLTS. WE DISCUSSED THE PROB AND BEST POSSIBLE SOLUTION. AFTER SOME DISCUSSION WE MUTUALLY AGREED THAT THE BEST COARSE OF ACTION WAS TO SHUTDOWN THE # ENG AND WE DID SO VIA THE QRH.THE FLT WAS THEN DIVERTED TO HOU (HOBBY). OUR COMPANY DISPATCH WAS NOTIFIED AND A NEW RELEASE AND PERFORMANCE WAS COMPLETED. WE COMPLETED ALL APPROPRIATE CHKLISTS AND SHUTDOWN THE #1 ENG ACCORDING TO THE QRH (QUICK REFERENCE HANDBOOK).AN EMER WAS DECLARED AND AN UNEVENTFUL SINGLE ENG LNDG AT HOU WAS MADE WITHOUT FURTHER INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE L ENG COULD BE ADVANCED BUT WHEN RETARDING THE #1 ENG THROTTLE IT WAS LIMITED TO 66% N1 SPEED. THE RPTR SAID THIS IS THE FIRST TIME HE EXPERIENCED A THROTTLE RESPONSE PROB BUT IS AWARE OF OTHERS ON THE FLEET. THE RPTR SAID THE CORRECTION ON THIS ACFT WAS REPLACEMENT OF THE FUEL CTL.

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.