Captain shuts down right engine when 30 degree flaps requested.

Attributes
ACN	172596
Time
Date	199102
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : lax
State Reference	CA
Altitude	msl bound lower : 1100 msl bound upper : 1100
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : lax
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Navigation In Use	Other Other
Flight Phase	descent : approach descent other
Route In Use	approach : visual arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : cfi pilot : atp pilot : flight engineer
Experience	flight time last 90 days : 144 flight time total : 5470 flight time type : 425
ASRS Report	172596
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Events
Anomaly	non adherence : published procedure other anomaly other
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

Incident occurred toward the end of a 6 hour, 12 min flight (block to block) going from bos to lax. We departed bos following an 18 hour layover. As we approached the top of descent point, I felt we were already getting 'behind the task.' being the PF, I relied on the captain to copy and post the ATIS. Instead he was involved in heavy conversation which was distracting. After being cleared for the profile descent, I didn't have the usual backup and coordination (e.g., PNF putting in the next altitude in the MCP window as we arrived over each successive fix), because by now, the PNF was scrambling to get ATIS, call the gate and respond to numerous ATC frequency changes which were coming a mile a minute. At approximately 30 NM out on the civet profile descent, we were instructed to maintain 8000'. Soon after, we were handed off to the next controller. With workload now quite high, the captain was late calling the next controller and we were now about 20 NM out west/O clearance for the approach. Finally cleared for approach, we were very high on the normal glide path and my requests for gear and additional flaps were coming quickly while the PNF was busy programming the FMC with the last minute changed runway (from 25R to 24L). 24L had no ILS operating and with the haze it was difficult to get lined up on 24L centerline west/O the FMC-generated 'line' to follow, so the PNF was visibly becoming overloaded, and I felt behind. At approximately 1100' MSL, I called for flaps 30 degrees (final setting) and the PNF placed the right engine fuel control to cut off. I heard the click, saw the spar valve light illuminate, and placed the switch back to run (within about 5 seconds). It relit immediately, the flaps were placed to 30 degrees and we landed normally. The PNF apologized profusely, thanked me repeatedly, and the F/a's later stated that the cabin went dark for a few seconds on short final. Captain stated that he was extremely tired on the flight.

Original NASA ASRS Text

Title: CAPT SHUTS DOWN RIGHT ENGINE WHEN 30 DEGREE FLAPS REQUESTED.

Narrative: INCIDENT OCCURRED TOWARD THE END OF A 6 HR, 12 MIN FLT (BLOCK TO BLOCK) GOING FROM BOS TO LAX. WE DEPARTED BOS FOLLOWING AN 18 HR LAYOVER. AS WE APCHED THE TOP OF DSNT POINT, I FELT WE WERE ALREADY GETTING 'BEHIND THE TASK.' BEING THE PF, I RELIED ON THE CAPT TO COPY AND POST THE ATIS. INSTEAD HE WAS INVOLVED IN HEAVY CONVERSATION WHICH WAS DISTRACTING. AFTER BEING CLRED FOR THE PROFILE DSNT, I DIDN'T HAVE THE USUAL BACKUP AND COORD (E.G., PNF PUTTING IN THE NEXT ALT IN THE MCP WINDOW AS WE ARRIVED OVER EACH SUCCESSIVE FIX), BECAUSE BY NOW, THE PNF WAS SCRAMBLING TO GET ATIS, CALL THE GATE AND RESPOND TO NUMEROUS ATC FREQ CHANGES WHICH WERE COMING A MILE A MINUTE. AT APPROX 30 NM OUT ON THE CIVET PROFILE DSNT, WE WERE INSTRUCTED TO MAINTAIN 8000'. SOON AFTER, WE WERE HANDED OFF TO THE NEXT CTLR. WITH WORKLOAD NOW QUITE HIGH, THE CAPT WAS LATE CALLING THE NEXT CTLR AND WE WERE NOW ABOUT 20 NM OUT W/O CLRNC FOR THE APCH. FINALLY CLRED FOR APCH, WE WERE VERY HIGH ON THE NORMAL GLIDE PATH AND MY REQUESTS FOR GEAR AND ADDITIONAL FLAPS WERE COMING QUICKLY WHILE THE PNF WAS BUSY PROGRAMMING THE FMC WITH THE LAST MINUTE CHANGED RWY (FROM 25R TO 24L). 24L HAD NO ILS OPERATING AND WITH THE HAZE IT WAS DIFFICULT TO GET LINED UP ON 24L CENTERLINE W/O THE FMC-GENERATED 'LINE' TO FOLLOW, SO THE PNF WAS VISIBLY BECOMING OVERLOADED, AND I FELT BEHIND. AT APPROX 1100' MSL, I CALLED FOR FLAPS 30 DEGS (FINAL SETTING) AND THE PNF PLACED THE RIGHT ENG FUEL CTL TO CUT OFF. I HEARD THE CLICK, SAW THE SPAR VALVE LIGHT ILLUMINATE, AND PLACED THE SWITCH BACK TO RUN (WITHIN ABOUT 5 SECS). IT RELIT IMMEDIATELY, THE FLAPS WERE PLACED TO 30 DEGS AND WE LANDED NORMALLY. THE PNF APOLOGIZED PROFUSELY, THANKED ME REPEATEDLY, AND THE F/A'S LATER STATED THAT THE CABIN WENT DARK FOR A FEW SECS ON SHORT FINAL. CAPT STATED THAT HE WAS EXTREMELY TIRED ON THE FLT.

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.