Narrative:

We received a tailpipe hot master warning for the right engine. Memory items and QRH were used and followed precisely. The indication was eliminated and we proceeded on to ZZZ fully aware a maintenance entry would be required prior to next flight. There was no immediate need to divert. After fixing the tailpipe hot warning; the captain and I decided to run the engines a little cooler to prevent another tailpipe hot warning from illuminating (roughly about 65% torque and 13000 ft). The captain decided to run a trend check shortly after; and went to set the prescribed torque setting for that OAT and altitude and noticed the right power lever would not move. I attempted to move the right power lever; it was unresponsive. The friction lock was completely off; and the captain and I used a large amount of force to try and free the right power lever; and it still did not move. We check our manuals for some guidance and were unable to find any procedure for a stuck power lever. We contacted maintenance control and they advised us that an engine shutdown would be necessary to solve the problem. We headed back westward initially toward ZZZ2 then back to ZZZ3 to avoid IMC conditions. On our way back to ZZZ3 we calculated the maximum landing weight; minimum field length for landing; and go around torque settings. We conferred with dispatch on the deteriorating WX conditions in ZZZ3 and decided to start a box pattern about 60 mi east of ZZZ3; until the WX improved. We also briefed our flight attendant separately from the passenger; then made a general announcement about our current situation to the passenger. Once the WX improved we accepted vectors for the ILS xx into ZZZ3. We then shut the engine down per the QRH and proceeded to shoot a single engine ILS with a landing on runway xx. We taxied to the gate single engine; and were towed in to our parking spot.

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Original NASA ASRS Text

Title: TAILPIPE HOT WARNING AND STUCK THROTTLE ON RIGHT ENGINE CONVINCE SF34 FLT CREW TO SHUT DOWN ENGINE AND DIVERT.

Narrative: WE RECEIVED A TAILPIPE HOT MASTER WARNING FOR THE R ENG. MEMORY ITEMS AND QRH WERE USED AND FOLLOWED PRECISELY. THE INDICATION WAS ELIMINATED AND WE PROCEEDED ON TO ZZZ FULLY AWARE A MAINT ENTRY WOULD BE REQUIRED PRIOR TO NEXT FLT. THERE WAS NO IMMEDIATE NEED TO DIVERT. AFTER FIXING THE TAILPIPE HOT WARNING; THE CAPT AND I DECIDED TO RUN THE ENGS A LITTLE COOLER TO PREVENT ANOTHER TAILPIPE HOT WARNING FROM ILLUMINATING (ROUGHLY ABOUT 65% TORQUE AND 13000 FT). THE CAPT DECIDED TO RUN A TREND CHK SHORTLY AFTER; AND WENT TO SET THE PRESCRIBED TORQUE SETTING FOR THAT OAT AND ALT AND NOTICED THE R PWR LEVER WOULD NOT MOVE. I ATTEMPTED TO MOVE THE R PWR LEVER; IT WAS UNRESPONSIVE. THE FRICTION LOCK WAS COMPLETELY OFF; AND THE CAPT AND I USED A LARGE AMOUNT OF FORCE TO TRY AND FREE THE R PWR LEVER; AND IT STILL DID NOT MOVE. WE CHK OUR MANUALS FOR SOME GUIDANCE AND WERE UNABLE TO FIND ANY PROC FOR A STUCK PWR LEVER. WE CONTACTED MAINT CTL AND THEY ADVISED US THAT AN ENG SHUTDOWN WOULD BE NECESSARY TO SOLVE THE PROB. WE HEADED BACK WESTWARD INITIALLY TOWARD ZZZ2 THEN BACK TO ZZZ3 TO AVOID IMC CONDITIONS. ON OUR WAY BACK TO ZZZ3 WE CALCULATED THE MAX LNDG WT; MINIMUM FIELD LENGTH FOR LNDG; AND GAR TORQUE SETTINGS. WE CONFERRED WITH DISPATCH ON THE DETERIORATING WX CONDITIONS IN ZZZ3 AND DECIDED TO START A BOX PATTERN ABOUT 60 MI E OF ZZZ3; UNTIL THE WX IMPROVED. WE ALSO BRIEFED OUR FLT ATTENDANT SEPARATELY FROM THE PAX; THEN MADE A GENERAL ANNOUNCEMENT ABOUT OUR CURRENT SITUATION TO THE PAX. ONCE THE WX IMPROVED WE ACCEPTED VECTORS FOR THE ILS XX INTO ZZZ3. WE THEN SHUT THE ENG DOWN PER THE QRH AND PROCEEDED TO SHOOT A SINGLE ENG ILS WITH A LNDG ON RWY XX. WE TAXIED TO THE GATE SINGLE ENG; AND WERE TOWED IN TO OUR PARKING SPOT.

Data retrieved from NASA's ASRS site as of May 2009 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.