AN LTT CRUISING AT 6000 FT IN ZME AIRSPACE HAS AN ENG OVERTEMP AND SHUTS DOWN THE ENG. ACFT RETURNS TO MEM FOR LNDG.

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THE ENG SHUTDOWN OCCURRED ON FLT ABC FROM MEM TO FYV AT APPROX XX30. AFTER LEVELING OFF AT 6000 FT MSL WE GOT A R TAILPIPE HOT MASTER WARNING. WE IDENTED THE PROB AND THEN PROCEEDED TO RUN THE EMER CHKLIST. THE CHKLIST LED US TO SHUT DOWN THE ENG. AT THAT POINT WE RAN THE ENG SHUTDOWN ABNORMAL CHKLIST. ONCE THE ENG WAS SECURED WE WENT ON TO DECLARE AN EMER AND PROCEED BACK TO MEMPHIS. AS WE PROCEEDED BACK WE NOTIFIED THE FLT ATTENDANT; DISPATCH; MAINT CTL; AND OPS. OPS THEN PROCEEDED TO CALL OUT THE CFR CREW TO RWY 18R IN MEMPHIS. WE RECEIVED A VECTOR AND DSCNT DOWN TO 3000 FT MSL TO INTERCEPT THE RWY 18R LOC FOR THE RWY 18R ILS. THE WX CONDITIONS IN MEMPHIS WERE 3600 FT BROKEN AND 7 MI VISIBILITY AND LIGHT RAIN; WINDS OUT OF 140 DEGS AT 15 KTS GUSTING TO 20 KTS. WE CONTINUED TO RUN THE DSCNT CHKLIST AND XFEED FUEL FROM THE R FUEL TANK TO THE L ENG. WE MAINTAINED ALTS AND HDGS ASSIGNED TO US AT ALL TIMES DURING THE EMER. WE WERE THEN CLRED FOR THE APCH AND RAN THE BEFORE LNDG CHKLIST AND SHOT THE APCH AT OUR REF SPD PLUS 10 KTS AS SUGGESTED BY THE ABNORMAL CHKLIST. THE APCH WAS VISUAL WITH THE ILS AS BACKUP. ONCE WE LANDED WE CLRED THE RWY AND HAD THE FIRE TRUCKS VISUALLY CHK THE R ENG FOR FIRE OR SMOKE. THE ENG WAS FREE OF FIRE AND SMOKE. WE THEN CONTINUED TO TAXI TO THE GATE AND DEPLANE. ON THE POSTFLT WE DID NOT NOTICE ANY ABNORMALITIES TO THE ENG. THE LAST PROC WE DID WAS TO BE DEBRIEFED; VIA THE PHONE; BY THE CHIEF PLT.