Following a procedural change; which in the past had the first officer turn a B757 start switch off ...

Narrative:

During ground taxi to parking gate; unintentional shutdown of both engines. During taxi to gate after landing; the captain advised me; the first officer; he was shutting down one engine (for single engine taxi to the gate). I understood that the captain wanted me to shut down an engine for single engine taxi to the parking gate and I started to move the right engine fuel control switch to cutoff. The captain had shut down the left engine. As I took the right engine fuel control switch out of run; I saw that the left engine fuel control switch was in cutoff. I immediately returned the right engine fuel control switch to run but it was too late and the engine did not restart. I placed the right engine switch to cutoff. Both engines were now shut down and the captain braked the aircraft to a smooth stop. The captain had initiated the APU start before this sequence of events and it soon came on line to provide electrical power and pneumatic pressure. I restarted the left engine and we taxied to parking. Ground control asked if we needed assistance and I explained that we did not and that we would be moving as soon as we reestablished power. The normal cabin lights went off with the loss of engine generator power and I made a captain directed PA for the passengers to remain seated. Normal cabin lighting returned with APU generator power. Some passengers noticed white smoke from the right engine typical of the unspent fuel from my unsuccessful restart attempt. Some of this fuel vapor did make its way into the air conditioning ducts and cabin where flight attendants and passengers reported smelling it. We briefed the departing crew first officer and station operations on this incident and passenger reactions. I believe a contributing cause in this incident is the recent changes to our our carrier's normal engine shutdown sops where captains now shut down engines or direct first officers to perform this action vs the habit pattern of years where first officers normally performed this task.

Original NASA ASRS Text

Title: Following a procedural change; which in the past had the First Officer turn a B757 start switch OFF for single engine taxi; a Captain announced he was shutting down number one engine and the First Officer shut number two down out of habit.

Narrative: During ground taxi to parking gate; unintentional shutdown of both engines. During taxi to gate after landing; the Captain advised me; the First Officer; he was shutting down one engine (for single engine taxi to the gate). I understood that the Captain wanted me to shut down an engine for single engine taxi to the parking gate and I started to move the right engine fuel control switch to CUTOFF. The Captain had shut down the left engine. As I took the right engine fuel control switch out of RUN; I saw that the left engine fuel control switch was in CUTOFF. I immediately returned the right engine fuel control switch to RUN but it was too late and the engine did not restart. I placed the right engine switch to CUTOFF. Both engines were now shut down and the Captain braked the aircraft to a smooth stop. The Captain had initiated the APU start before this sequence of events and it soon came on line to provide electrical power and pneumatic pressure. I restarted the left engine and we taxied to parking. Ground Control asked if we needed assistance and I explained that we did not and that we would be moving as soon as we reestablished power. The normal cabin lights went off with the loss of engine generator power and I made a Captain directed PA for the passengers to remain seated. Normal cabin lighting returned with APU generator power. Some passengers noticed white smoke from the right engine typical of the unspent fuel from my unsuccessful restart attempt. Some of this fuel vapor did make its way into the air conditioning ducts and cabin where flight attendants and passengers reported smelling it. We briefed the departing crew First Officer and Station Operations on this incident and passenger reactions. I believe a contributing cause in this incident is the recent changes to our our Carrier's normal engine shutdown SOPs where Captains now shut down engines or direct First Officers to perform this action vs the habit pattern of years where First Officers normally performed this task.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1017907
Time
Date	201206
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Taxi
Flight Plan	IFR
Component
Aircraft Component	Powerplant Fuel Valve
Person 1
Function	Pilot Flying First Officer
Experience	Flight Crew Last 90 Days 215 Flight Crew Total 12000 Flight Crew Type 3000
Person 2
Function	Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 12000 Flight Crew Type 6000
Events
Anomaly	Deviation - Procedural Published Material / Policy Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

Following a procedural change; which in the past had the first officer turn a B757 start switch off for single engine taxi; a captain announced he was shutting down number one engine and the first officer shut number two down out of habit.