Narrative:

Airplane being flown was dispatched with a (right) thrust reverser deferred (inoperative).approach and landing was into the setting sun but was normal. The pilot flying was slightly high according to the PAPI with speed at vref +/- 0 kts. It is the pilot not flying's duty to call out any deviations but the pilot flying had already acknowledged that he was 'correcting' the higher/steeper (but on-speed) approach.touchdown was on the touchdown markers at approximately vref -10 and I monitored the N1 gauges for the amber then green 'rev' annunciation (expecting only the left as the right was deferred) but never saw either. My attention then was to the air speed indicator were I saw (and felt) normal deceleration then outside to judge if we were in danger of overrunning the runway (I judged that we would not) then back to the asi; I called 75Kts as we decelerated then focused my attention outside to assure myself that we would stop on the runway or taxi off normally.we exited the runway normally at the intersection that was briefed during the approach briefing. As we exited the pilot flying said 'the left engine has flamed out'. I looked down and saw that the left thrust lever was in the cut-off position and saw the PF turn off the left generator. He did not turn off the left boost pump so I reached up and turned off the left boost pump.at that time ground control called and mentioned that they believed that they saw some 'smoke' coming from the left engine and asked if we needed assistance. We checked for any indication of fire; found none so we taxied to the gate normally (single engine). Post flight inspection detected no abnormalities of evidence of fire/problem.the PF asked after the flight if I had noticed when the engine flamed out. I did not. While I was watching for the 'rev' indications; I did not take notice of N1 (or any other engine indications) nor is it my normal practice to do so. So; I cannot say with any certainty when or if the engine flamed out prior to being shut down. I also do not recall any single or triple chime caution/warnings during the approach/landing (although I was expecting a thrust reverser warning on the rollout because of the deferred right thrust reverser).per our SOP; during the landing rollout; the pilot monitoring is to look for the thrust reverser indications and monitor airspeed. It is not the pm's duty to monitor the engine gauges. Any engine malfunction will likely go unnoticed by the pm during the landing rollout.I am relatively new to this aircraft so my perception of what is happening is still narrow but widening. Additional experience in the aircraft will make me more familiar with normal engine indications during all phases of flight and would allow me to better notice and communicate any abnormalities to the pilot flying. This is not to say that I am incapable of performing my duties or need additional training. I feel that I am capable and competent in this aircraft but experience will further expand my practical knowledge and fine-tune my skills.

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Original NASA ASRS Text

Title: CRJ-200 FO reported the left engine flamed out on landing roll.

Narrative: Airplane being flown was dispatched with a (right) thrust reverser deferred (INOP).Approach and landing was into the setting sun but was normal. The Pilot Flying was slightly high according to the PAPI with speed at Vref +/- 0 Kts. It is the Pilot Not Flying's duty to call out any deviations but the Pilot Flying had already acknowledged that he was 'correcting' the higher/steeper (but on-speed) approach.Touchdown was on the touchdown markers at approximately Vref -10 and I monitored the N1 gauges for the amber then green 'REV' annunciation (expecting only the left as the right was deferred) but never saw either. My attention then was to the Air Speed Indicator were I saw (and felt) normal deceleration then outside to judge if we were in danger of overrunning the runway (I judged that we would not) then back to the ASI; I called 75Kts as we decelerated then focused my attention outside to assure myself that we would stop on the runway or taxi off normally.We exited the runway normally at the intersection that was briefed during the approach briefing. As we exited the Pilot Flying said 'the left engine has flamed out'. I looked down and saw that the left Thrust Lever was in the cut-off position and saw the PF turn off the left generator. He did not turn off the left boost pump so I reached up and turned off the left boost pump.At that time ground control called and mentioned that they believed that they saw some 'smoke' coming from the left engine and asked if we needed assistance. We checked for any indication of fire; found none so we taxied to the gate normally (single engine). Post flight inspection detected no abnormalities of evidence of fire/problem.The PF asked after the flight if I had noticed when the engine flamed out. I did not. While I was watching for the 'REV' indications; I did not take notice of N1 (or any other engine indications) nor is it my normal practice to do so. So; I cannot say with any certainty when or if the engine flamed out prior to being shut down. I also do not recall any single or triple chime caution/warnings during the approach/landing (although I was expecting a thrust reverser warning on the rollout because of the deferred right thrust reverser).Per our SOP; during the landing rollout; the Pilot Monitoring is to look for the thrust reverser indications and monitor airspeed. It is not the PM's duty to monitor the engine gauges. Any engine malfunction will likely go unnoticed by the PM during the landing rollout.I am relatively new to this aircraft so my perception of what is happening is still narrow but widening. Additional experience in the aircraft will make me more familiar with normal engine indications during all phases of flight and would allow me to better notice and communicate any abnormalities to the Pilot Flying. This is not to say that I am incapable of performing my duties or need additional training. I feel that I am capable and competent in this aircraft but experience will further expand my practical knowledge and fine-tune my skills.

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.