Narrative:

Aircraft was dispatched with the autothrottles inoperative. During preflight, flight crew discussed manual throttle usage. When cleared for takeoff, initial thrust lever movement and power setting was normal. After takeoff and at 1000 ft, when I (as PF) went to reduce power to climb power, the thrust levers wouldn't move. I then pushed the autothrottle disconnect switch and regained control of the left engine thrust lever (with 20/20 hindsight, I don't think we ever had a problem with the left engine). However, the right thrust lever still would not move and the engine remained at 98 percent N1 power. Continued with departure control receiving heading and altitude changes as we began to troubleshoot the problem. After we got the aircraft somewhat stabilized, I had the first officer check the QRH for any applicable guidance realizing there probably wasn't any, and there wasn't. I then had him call company maintenance control to see if they could help us. We had now leveled at 10000 ft and I advised ATC that we wanted to stay at that altitude and received vectors while we worked through an operational problem. Airspeed control became a factor because of the high power setting and we quickly realized that we would have to shut down the right engine to avoid overspding the airframe. Following QRH procedure, we shut down the right engine, declared an emergency with ATC, and coordinated with ATC, operations, maintenance, the flight attendants and the passenger for single engine return to ZZZ. An uneventful single engine ILS approach to runway 4R was accomplished, and after having the aircraft checked by the on-scene airport emergency crash fire rescue equipment personnel, only minor airspeed and altdevs occurred as we tried to regain control of the right engine. No errors occurred that I know of. Aircraft had a previous write-up on the right engine and right thrust lever and that is why the autothrottles were MEL'ed. It appears to me that this was probably an isolated incident that just happens because we are operating somewhat complicated machinery.

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Original NASA ASRS Text

Title: B757-200 CREW FOUND THE #2 ENG STUCK AT TKOF THRUST WITH A FROZEN THROTTLE. THE ENG HAD TO BE SHUT DOWN.

Narrative: ACFT WAS DISPATCHED WITH THE AUTOTHROTTLES INOP. DURING PREFLT, FLC DISCUSSED MANUAL THROTTLE USAGE. WHEN CLRED FOR TKOF, INITIAL THRUST LEVER MOVEMENT AND PWR SETTING WAS NORMAL. AFTER TKOF AND AT 1000 FT, WHEN I (AS PF) WENT TO REDUCE PWR TO CLB PWR, THE THRUST LEVERS WOULDN'T MOVE. I THEN PUSHED THE AUTOTHROTTLE DISCONNECT SWITCH AND REGAINED CTL OF THE L ENG THRUST LEVER (WITH 20/20 HINDSIGHT, I DON'T THINK WE EVER HAD A PROB WITH THE L ENG). HOWEVER, THE R THRUST LEVER STILL WOULD NOT MOVE AND THE ENG REMAINED AT 98 PERCENT N1 PWR. CONTINUED WITH DEP CTL RECEIVING HDG AND ALT CHANGES AS WE BEGAN TO TROUBLESHOOT THE PROB. AFTER WE GOT THE ACFT SOMEWHAT STABILIZED, I HAD THE FO CHK THE QRH FOR ANY APPLICABLE GUIDANCE REALIZING THERE PROBABLY WASN'T ANY, AND THERE WASN'T. I THEN HAD HIM CALL COMPANY MAINT CTL TO SEE IF THEY COULD HELP US. WE HAD NOW LEVELED AT 10000 FT AND I ADVISED ATC THAT WE WANTED TO STAY AT THAT ALT AND RECEIVED VECTORS WHILE WE WORKED THROUGH AN OPERATIONAL PROB. AIRSPD CTL BECAME A FACTOR BECAUSE OF THE HIGH PWR SETTING AND WE QUICKLY REALIZED THAT WE WOULD HAVE TO SHUT DOWN THE R ENG TO AVOID OVERSPDING THE AIRFRAME. FOLLOWING QRH PROC, WE SHUT DOWN THE R ENG, DECLARED AN EMER WITH ATC, AND COORDINATED WITH ATC, OPS, MAINT, THE FLT ATTENDANTS AND THE PAX FOR SINGLE ENG RETURN TO ZZZ. AN UNEVENTFUL SINGLE ENG ILS APCH TO RWY 4R WAS ACCOMPLISHED, AND AFTER HAVING THE ACFT CHKED BY THE ON-SCENE ARPT EMER CFR PERSONNEL, ONLY MINOR AIRSPD AND ALTDEVS OCCURRED AS WE TRIED TO REGAIN CTL OF THE R ENG. NO ERRORS OCCURRED THAT I KNOW OF. ACFT HAD A PREVIOUS WRITE-UP ON THE R ENG AND R THRUST LEVER AND THAT IS WHY THE AUTOTHROTTLES WERE MEL'ED. IT APPEARS TO ME THAT THIS WAS PROBABLY AN ISOLATED INCIDENT THAT JUST HAPPENS BECAUSE WE ARE OPERATING SOMEWHAT COMPLICATED MACHINERY.

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.