Narrative:

While en route to msp the captain discussed the many personal problems he was having. His performance in the cockpit appeared to be normal despite his many distrs. While conducting a visual approach, I was flying the airplane. At 1000 ft AGL I called for flaps 42 degrees. The flap indication did not change so I repeated 'flaps 42 degrees.' the captain responded with 'oh, sorry' and selected 42 degrees of flaps. I noticed that my EFIS display blinked and began to investigate. At this time I noticed that the right engine had been shut down. The captain had shut the right fuel lever instead of moving the flap handle. I brought this to his attention, whereupon the captain began trying to restart the engine. I realized at this time I was in a single pilot situation. I increased thrust to the left engine. The airspeed immediately increased to reference plus 20 KTS, so I knew that I could leave the flaps at 42 degrees. I bled the excess speed off, made sure all landing checklist items had been completed, and executed a normal landing. The captain had the engine running by touchdown, both thrust reversers were deployed, followed by a normal rollout. The captain was visibly upset that he had done this, but was able to taxi to the gate without incident. I believe the cause of this incident was the captain's preoccupation with his personal problems and a contributing factor is the close proximity of the fuel shutoff lever to the flap lever while at the 25 degrees flaps setting. Callback conversation with reporter revealed the following information: reporter stated that the captain probably was highly distraction with his problems. Although he had 'not rambled on' below 10000 ft, he had made a short reference to his aforementioned problems, so his thinking was not all that clear. The chief pilot did not think that this was a design problem. The first officer believes it was strictly a pilot problem. The first officer also filled out an 'internal air safety report' for the company to review.

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Original NASA ASRS Text

Title: F100 PIC INADVERTENTLY SHUTS DOWN R ENG WITH FUEL START LEVER. FO, PF, HAD ASKED FOR 'FLAPS 42 DEGS' DURING A TURN ONTO A SHORT VISUAL APCH. CAPT SELECTED THE FUEL START LEVER TO THE 'SHUTOFF' POS INSTEAD AND THE ENG WOUND DOWN. ENG WAS IN A RESTARTED CONFIGN BY TOUCHDOWN. FO NOTED THAT PIC WAS UNDER EMOTIONAL STRESS.

Narrative: WHILE ENRTE TO MSP THE CAPT DISCUSSED THE MANY PERSONAL PROBS HE WAS HAVING. HIS PERFORMANCE IN THE COCKPIT APPEARED TO BE NORMAL DESPITE HIS MANY DISTRS. WHILE CONDUCTING A VISUAL APCH, I WAS FLYING THE AIRPLANE. AT 1000 FT AGL I CALLED FOR FLAPS 42 DEGS. THE FLAP INDICATION DID NOT CHANGE SO I REPEATED 'FLAPS 42 DEGS.' THE CAPT RESPONDED WITH 'OH, SORRY' AND SELECTED 42 DEGS OF FLAPS. I NOTICED THAT MY EFIS DISPLAY BLINKED AND BEGAN TO INVESTIGATE. AT THIS TIME I NOTICED THAT THE R ENG HAD BEEN SHUT DOWN. THE CAPT HAD SHUT THE R FUEL LEVER INSTEAD OF MOVING THE FLAP HANDLE. I BROUGHT THIS TO HIS ATTN, WHEREUPON THE CAPT BEGAN TRYING TO RESTART THE ENG. I REALIZED AT THIS TIME I WAS IN A SINGLE PLT SIT. I INCREASED THRUST TO THE L ENG. THE AIRSPD IMMEDIATELY INCREASED TO REF PLUS 20 KTS, SO I KNEW THAT I COULD LEAVE THE FLAPS AT 42 DEGS. I BLED THE EXCESS SPD OFF, MADE SURE ALL LNDG CHKLIST ITEMS HAD BEEN COMPLETED, AND EXECUTED A NORMAL LNDG. THE CAPT HAD THE ENG RUNNING BY TOUCHDOWN, BOTH THRUST REVERSERS WERE DEPLOYED, FOLLOWED BY A NORMAL ROLLOUT. THE CAPT WAS VISIBLY UPSET THAT HE HAD DONE THIS, BUT WAS ABLE TO TAXI TO THE GATE WITHOUT INCIDENT. I BELIEVE THE CAUSE OF THIS INCIDENT WAS THE CAPT'S PREOCCUPATION WITH HIS PERSONAL PROBS AND A CONTRIBUTING FACTOR IS THE CLOSE PROX OF THE FUEL SHUTOFF LEVER TO THE FLAP LEVER WHILE AT THE 25 DEGS FLAPS SETTING. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT THE CAPT PROBABLY WAS HIGHLY DISTR WITH HIS PROBS. ALTHOUGH HE HAD 'NOT RAMBLED ON' BELOW 10000 FT, HE HAD MADE A SHORT REF TO HIS AFOREMENTIONED PROBS, SO HIS THINKING WAS NOT ALL THAT CLR. THE CHIEF PLT DID NOT THINK THAT THIS WAS A DESIGN PROB. THE FO BELIEVES IT WAS STRICTLY A PLT PROB. THE FO ALSO FILLED OUT AN 'INTERNAL AIR SAFETY RPT' FOR THE COMPANY TO REVIEW.

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.