Narrative:

Descending through approximately 14;000 ft MSL; an EICAS caution message appeared indicating 'right thrust reverser unlocked.' the captain and I immediately reached for the emergency stow button. Pressing the emergency stow button did nothing to resolve the caution message. Since I was the pilot flying; I continued flying while the captain consulted the QRH to resolve the caution message. While the captain ran the QRH; I took over the radios. At this point; we had already advised ATC of our intention to slow to 200 knots as directed by the QRH and began to receive radar vectors off of the RNAV arrival so that we could have additional time to troubleshoot the issue. At the completion of the 'right thrust reverser unlocked' QRH procedure; the caution message was still not resolved; and the QRH directed us to shut down the right engine. At the time of shutdown; we were descending from 13;000 ft to 9;000 ft and on radar vectors from approach northwest of ZZZ. When the engine was shut down; the autopilot disengaged; I think because taking gen #2 offline disengages the autopilot automatically; so I began to manually fly the airplane and did not re-engage the autopilot for the rest of the flight. After the captain completed the QRH and the right engine was secure; the captain briefed the flight attendant and passengers about the situation. At this point; we advised ATC that we were ready to commence the approach and requested runway xyl due to its length. The captain and I discussed special single-engine landing considerations and used the speed card to determine our final approach speed. ACARS was inoperative on the aircraft; so we could not communicate with the company directly or obtain landing data. ATC vectored us on to an approximately 15 mile final. The landing was uneventful and we taxied to the gate after landing.

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Original NASA ASRS Text

Title: CRJ-200 First Officer reported a Right Thrust Reverser Unlocked EICAS Caution Message during descent.

Narrative: Descending through approximately 14;000 ft MSL; an EICAS Caution Message appeared indicating 'Right Thrust Reverser Unlocked.' The captain and I immediately reached for the EMER STOW button. Pressing the EMER STOW button did nothing to resolve the Caution Message. Since I was the pilot flying; I continued flying while the captain consulted the QRH to resolve the Caution Message. While the captain ran the QRH; I took over the radios. At this point; we had already advised ATC of our intention to slow to 200 knots as directed by the QRH and began to receive radar vectors off of the RNAV arrival so that we could have additional time to troubleshoot the issue. At the completion of the 'Right Thrust Reverser Unlocked' QRH procedure; the Caution Message was still not resolved; and the QRH directed us to shut down the right engine. At the time of shutdown; we were descending from 13;000 ft to 9;000 ft and on radar vectors from approach northwest of ZZZ. When the engine was shut down; the autopilot disengaged; I think because taking Gen #2 offline disengages the autopilot automatically; so I began to manually fly the airplane and did not re-engage the autopilot for the rest of the flight. After the Captain completed the QRH and the right engine was secure; the captain briefed the flight attendant and passengers about the situation. At this point; we advised ATC that we were ready to commence the approach and requested Runway XYL due to its length. The Captain and I discussed special single-engine landing considerations and used the speed card to determine our final approach speed. ACARS was inoperative on the aircraft; so we could not communicate with the company directly or obtain landing data. ATC vectored us on to an approximately 15 mile final. The landing was uneventful and we taxied to the gate after landing.

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.