Narrative:

After clearing runway; we were instructed to turn left on taxiway B and proceed to the ramp for parking. The captain told me to shut down the right engine. I looked over and noticed he was guarding the left fuel control so I shut the right engine down. To our dismay it soon got very dark and quiet and we realized we had both shut an engine down. The captain braked the aircraft to a stop. I cranked the APU; made a PA to the passenger to the effect that we had an electrical issue and would be taxiing shortly and to remain seated; notified tower we would be holding for a few mins and waited forever for the min to pass and enjoy the resumption of electrical power. I then started both engines. We resumed taxi to the gate. The outcome was a 4 min delay in taxiing to the gate at the end of an otherwise very normal flight. No doubt stressful for the crew and passenger. From a human factors point of view; obviously we had no intention of shutting down both engines during taxi. I feel that fatigue and jet lag played an important role on this evening. While there was ample opportunity for rest prior to the flight; flipping one's body clock by 12 hours in a 24 hour period has its challenges. It is still a 2 pilot operation in the dark on the backside of the body clock. I heard shut down the right engine; and that coupled with his hand on the left fuel shutoff made me think he wanted me to shut the right engine down. Supplemental information from acn 753003: I verbalized that we should probably shut one down. We were having to do some heavy braking to keep from running the airbus over so I cut what I thought was the right engine. The copilot heard only 'shut one down.' he glanced down and thought I was protecting the left engine and shut the right one down. Fatigue was assuredly a factor as was too much verbalization and not enough commands. The copilot and I had flown a lot together and were very comfortable with each other's abilities.

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Original NASA ASRS Text

Title: A B777 CREW RPTS SHUTTING BOTH ENGS OFF AFTER LNDG WHILE TAXIING AND STILL SHORT OF THE GATE. FATIGUE AND CIRCADIAN RHYTHM EFFECT WERE CITED FACTORS.

Narrative: AFTER CLRING RWY; WE WERE INSTRUCTED TO TURN L ON TXWY B AND PROCEED TO THE RAMP FOR PARKING. THE CAPT TOLD ME TO SHUT DOWN THE R ENG. I LOOKED OVER AND NOTICED HE WAS GUARDING THE L FUEL CTL SO I SHUT THE R ENG DOWN. TO OUR DISMAY IT SOON GOT VERY DARK AND QUIET AND WE REALIZED WE HAD BOTH SHUT AN ENG DOWN. THE CAPT BRAKED THE ACFT TO A STOP. I CRANKED THE APU; MADE A PA TO THE PAX TO THE EFFECT THAT WE HAD AN ELECTRICAL ISSUE AND WOULD BE TAXIING SHORTLY AND TO REMAIN SEATED; NOTIFIED TWR WE WOULD BE HOLDING FOR A FEW MINS AND WAITED FOREVER FOR THE MIN TO PASS AND ENJOY THE RESUMPTION OF ELECTRICAL PWR. I THEN STARTED BOTH ENGS. WE RESUMED TAXI TO THE GATE. THE OUTCOME WAS A 4 MIN DELAY IN TAXIING TO THE GATE AT THE END OF AN OTHERWISE VERY NORMAL FLT. NO DOUBT STRESSFUL FOR THE CREW AND PAX. FROM A HUMAN FACTORS POINT OF VIEW; OBVIOUSLY WE HAD NO INTENTION OF SHUTTING DOWN BOTH ENGS DURING TAXI. I FEEL THAT FATIGUE AND JET LAG PLAYED AN IMPORTANT ROLE ON THIS EVENING. WHILE THERE WAS AMPLE OPPORTUNITY FOR REST PRIOR TO THE FLT; FLIPPING ONE'S BODY CLOCK BY 12 HRS IN A 24 HR PERIOD HAS ITS CHALLENGES. IT IS STILL A 2 PLT OP IN THE DARK ON THE BACKSIDE OF THE BODY CLOCK. I HEARD SHUT DOWN THE R ENG; AND THAT COUPLED WITH HIS HAND ON THE L FUEL SHUTOFF MADE ME THINK HE WANTED ME TO SHUT THE R ENG DOWN. SUPPLEMENTAL INFO FROM ACN 753003: I VERBALIZED THAT WE SHOULD PROBABLY SHUT ONE DOWN. WE WERE HAVING TO DO SOME HVY BRAKING TO KEEP FROM RUNNING THE AIRBUS OVER SO I CUT WHAT I THOUGHT WAS THE R ENG. THE COPLT HEARD ONLY 'SHUT ONE DOWN.' HE GLANCED DOWN AND THOUGHT I WAS PROTECTING THE L ENG AND SHUT THE R ONE DOWN. FATIGUE WAS ASSUREDLY A FACTOR AS WAS TOO MUCH VERBALIZATION AND NOT ENOUGH COMMANDS. THE COPLT AND I HAD FLOWN A LOT TOGETHER AND WERE VERY COMFORTABLE WITH EACH OTHER'S ABILITIES.

Data retrieved from NASA's ASRS site as of January 2009 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.