INFLT ENG SHUTDOWN.

Narrative

WE HAD BEEN CLRED FOR THE VISUAL APCH TO RWY 05 AT ORF. I WAS LOOKING OUTSIDE WHEN MY FO SAID THAT THERE WAS SOMETHING WRONG WITH THE ENGS. WE DETERMINED THAT THE #2 ENG WAS STILL PRODUCING 50 PERCENT TORQUE WHEN WE HAD THE PWR LEVERS BACK TO FLT IDLE. WE LOOKED AT THE EMER PROC AND COULD NOT FIND ANY PROC THAT ADDRESSED OUR CURRENT SIT. WE TURNED OFF THE #2 ECU (ELECTRONIC CTL UNIT) TO SEE IF THIS WOULD CORRECT THE PROB. THIS DID NOT SEEM TO CORRECT IT. HE THEN DECIDED TO SHUTDOWN THE ENG. WE SHUT DOWN THE ENG; BUT DECIDED TO PUT THE #2 CONDITION LEVER TO START/FEATHER TO SEE IF WE HAD CTL OF THE PROP CTL UNIT INSTEAD OF MOVING IT TO FUEL OFF. WITH THE ENG FLUCTUATIONS; IT WAS DIFFICULT TO DETERMINE EXACTLY WHAT WAS WRONG. WE THEN SECURED THE ENG AND PROCEEDED TO LAND. WITH ALL THIS HAPPENING; WE DECLARED AN EMER; TALKED TO THE PAX AND TO THE CTL TWR. I FELT I DID NOT HAVE THE TIME OR; IN THE INTEREST OF SAFETY; NEED TO CONTACT OUR COMPANY. ON LNDG; I FELT IT WAS SAFE TO TAXI CLR OF THE RWY; BUT FELT WE NEEDED TO BE TOWED TO OUR GATE. EVEN THOUGH THERE WERE NO PROBS; WE SHOULD HAVE HAD A COMPANY REPRESENTATIVE COME TO OUR PLANE OR PROVIDE SUPPORT. ALSO; WE HAD TO WAIT FOR A LONG TIME ON THE TXWY BECAUSE OUR COMPANY DID NOT HAVE A TOW BAR OR A WAY OF GETTING THE PEOPLE OFF OF THE AIRPLANE.