Narrative:

When in cruise at FL300; we were assigned a descent from FL300 to FL260. We were then given a continued descent from FL260 to FL240. During this second descent we were again given a continued descent to 11;000 feet. The first officer (first officer); who was the pilot flying; began to reduce the thrust levers to not accelerate. As he pulled the thrust levers back; he identified that the right engine was rolling back appropriately; and the left engine N1 was not moving. The first officer immediately pointed this out to me. We both tried moving the left thrust lever from the maximum thrust position to the flight idle position with no movement of the engine N1. The QRH was pulled out and I transferred the radios to the first officer to allow myself time to run the QRH for a stuck thrust lever or a disconnected thrust lever in the QRH. Prior to executing the QRH; I notified operations via ACARS; and I notified the flight attendant about what was happening. We then ran the QRH shutting down the left (number 1) engine. Once the QRH was complete I asked the first officer if he was okay flying the approach. I wanted to be free to monitor the aircraft and to look for any other issues that might occur. He stated that he was perfectly alright with flying the now southeast approach. We then flew a southeast visual with no further incident. The assumption is a failure of the thrust lever linkage. The appropriate QRH was run securing the number one engine. A southeast visual approach and landing were then completed.

Google
 

Original NASA ASRS Text

Title: CRJ200 First Officer discovers at the top of descent that the number one engine thrust cannot be reduced by pulling back on the thrust lever. The engine is shut down and a single engine landing ensues.

Narrative: When in cruise at FL300; we were assigned a descent from FL300 to FL260. We were then given a continued descent from FL260 to FL240. During this second descent we were again given a continued descent to 11;000 feet. The First Officer (FO); who was the pilot flying; began to reduce the thrust levers to not accelerate. As he pulled the thrust levers back; he identified that the right engine was rolling back appropriately; and the left engine N1 was not moving. The FO immediately pointed this out to me. We both tried moving the left thrust lever from the maximum thrust position to the flight idle position with no movement of the engine N1. The QRH was pulled out and I transferred the radios to the FO to allow myself time to run the QRH for a stuck thrust lever or a disconnected thrust lever in the QRH. Prior to executing the QRH; I notified OPS via ACARS; and I notified the Flight Attendant about what was happening. We then ran the QRH shutting down the left (Number 1) engine. Once the QRH was complete I asked the FO if he was okay flying the approach. I wanted to be free to monitor the aircraft and to look for any other issues that might occur. He stated that he was perfectly alright with flying the now SE approach. We then flew a SE visual with no further incident. The assumption is a failure of the thrust lever linkage. The appropriate QRH was run securing the number one engine. A SE visual approach and landing were then completed.

Data retrieved from NASA's ASRS site 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.