Narrative:

I was flying the ILS manually. At approximately 1000 ft I called for our final landing flap setting which is 42 degrees. The captain reached to set flaps 42 degrees. Since my power was reduced and slowing and there is not a great deal of asymmetrical thrust on this centerline thrust turbojet, my first indication of an inadvertent action by the PNF was from our beloved and observant jumpseat rider. He said something to the effect in a very low key manner, 'captain, did you mean to shut down an engine.' having recently gone through requalification training, I just said 'I'll keep flying, while you take care of the problem.' the captain was able to quickly effect a relight and we were stabilized, all system normal before 500 ft AGL. A normal landing was made an no one apparently noticed anything out of the ordinary on this very quiet jet. It is of interest how close the flap handle at flaps 25 degrees is to the #2 engine fuel cutoff lever. Although shapes are different and there is a latch to depress (providing it was completely in the detent) there was an occasion of a very experienced and professional airman inadvertently shutting down an engine on final. The captain had been studying very hvyily the previous few days and, through his own admission, may have had pre-simulator exercises in his mind. Those extra pair of eyes and ears can be quite helpful when the cockpit resource management environment is conducive to inputs. Having just returned from sitting as flight engineer, I can relate to the altitude deviation and clrncs both on the air and on the ground that I kept us from missing. The crew handled this situation very professionally. To my knowledge, I do not know if any paperwork was originated by our crew. My counterpart had recurrent training the following morning and had a story to tell, if he dared.

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Original NASA ASRS Text

Title: THE PNF CAPT OF AN ACR MLG INADVERTENTLY SHUT DOWN AN ENG ON APCH.

Narrative: I WAS FLYING THE ILS MANUALLY. AT APPROX 1000 FT I CALLED FOR OUR FINAL LNDG FLAP SETTING WHICH IS 42 DEGS. THE CAPT REACHED TO SET FLAPS 42 DEGS. SINCE MY PWR WAS REDUCED AND SLOWING AND THERE IS NOT A GREAT DEAL OF ASYMMETRICAL THRUST ON THIS CTRLINE THRUST TURBOJET, MY FIRST INDICATION OF AN INADVERTENT ACTION BY THE PNF WAS FROM OUR BELOVED AND OBSERVANT JUMPSEAT RIDER. HE SAID SOMETHING TO THE EFFECT IN A VERY LOW KEY MANNER, 'CAPT, DID YOU MEAN TO SHUT DOWN AN ENG.' HAVING RECENTLY GONE THROUGH REQUALIFICATION TRAINING, I JUST SAID 'I'LL KEEP FLYING, WHILE YOU TAKE CARE OF THE PROB.' THE CAPT WAS ABLE TO QUICKLY EFFECT A RELIGHT AND WE WERE STABILIZED, ALL SYS NORMAL BEFORE 500 FT AGL. A NORMAL LNDG WAS MADE AN NO ONE APPARENTLY NOTICED ANYTHING OUT OF THE ORDINARY ON THIS VERY QUIET JET. IT IS OF INTEREST HOW CLOSE THE FLAP HANDLE AT FLAPS 25 DEGS IS TO THE #2 ENG FUEL CUTOFF LEVER. ALTHOUGH SHAPES ARE DIFFERENT AND THERE IS A LATCH TO DEPRESS (PROVIDING IT WAS COMPLETELY IN THE DETENT) THERE WAS AN OCCASION OF A VERY EXPERIENCED AND PROFESSIONAL AIRMAN INADVERTENTLY SHUTTING DOWN AN ENG ON FINAL. THE CAPT HAD BEEN STUDYING VERY HVYILY THE PREVIOUS FEW DAYS AND, THROUGH HIS OWN ADMISSION, MAY HAVE HAD PRE-SIMULATOR EXERCISES IN HIS MIND. THOSE EXTRA PAIR OF EYES AND EARS CAN BE QUITE HELPFUL WHEN THE COCKPIT RESOURCE MGMNT ENVIRONMENT IS CONDUCIVE TO INPUTS. HAVING JUST RETURNED FROM SITTING AS FE, I CAN RELATE TO THE ALTDEV AND CLRNCS BOTH ON THE AIR AND ON THE GND THAT I KEPT US FROM MISSING. THE CREW HANDLED THIS SIT VERY PROFESSIONALLY. TO MY KNOWLEDGE, I DO NOT KNOW IF ANY PAPERWORK WAS ORIGINATED BY OUR CREW. MY COUNTERPART HAD RECURRENT TRAINING THE FOLLOWING MORNING AND HAD A STORY TO TELL, IF HE DARED.

Data retrieved from NASA's ASRS site as of July 2007 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.