Flight Crew Air Transport Pilot (ATP)
Confusion
Aircraft Equipment Problem Critical
General Maintenance Action
Procedure; Aircraft
On Number 2 engine shut down there was a very hard power transfer. Captain stated that she lost all throttle control of Number 1. I immediately hit the yellow pump and started the process of APU start up. Notified ground we might be stopping with an engine issue. (I did NOT touch Number 1 engine!) Number 1 engine shows normal running indications Captain went full power no thrust; pulled back to idle and full again with no power change then back to idle. AC was not dark APU and Number 2 engine were off Number 1 engine showed running with no control. We were able to turn off and stop in a pad after APU start and we secured Number 1 engine as we didn't know why it was non responsive. Restarted Number 2 engine since it shut down properly and called Operations to call for Maintenance to meet at gate and resumed taxi to gate. I sent a brief message with events to Maintenance Control since there was no specific error or ECAM to report or trouble shoot. Additionally during morning acceptance walk around after Maintenance had the AC all night in inspection; I found a bird strike. Maintenance improperly shut down AC during bird strike inspection which caused some reset issues. This could have been an additional factor for our event later that day. Next day one of the mechanics stated an Engine 1 cannon plug disconnected I don't know if this was true.
During taxi in I asked the First Officer to secure Number 2 engine. ''When he secured Number 2 engine there was a 'heavy' power transfer. We were on the bridge; and we began slowing down and it got very quite. We both looked at the master switches to verify that the Number 1 engine master was not moved by accident.  It was still in the on position. The engine gauges for Number 2 engine were amber with the appropriate X's.  Number 1 engine was showing normal engine indications. However since we had begun slowing down I advanced the Number 1 engine thrust lever forward and received NO response. There were no changes to the engine indications. The First Officer asked if I had brakes; at this point we were about to start down the bridge; I did have brake pressure; and he did turn on the PTU. The First Officer informed Ground that we may need to stop on the bridge; they said we had to turn into the pad.  We were able to turn onto the pad and stop. During this time the First Officer was starting the APU. I checked again for thrust lever response and yet again NO response on Number 1 engine. Since Number 2 engine shutdown correctly I had the First Officer shutdown Number 1 engine and restart Number 2 engine. ''We then began our taxi to the gate. I had the First Officer ACARS a message to Maintenance Control. We received the AC earlier that morning after it had been on the ground for at least 9 hrs. Maintenance had done a weekly inspection. Upon walk around the First Officer found evidence of a bird strike; which required a bird strike inspection. Maintenance improperly shutdown the AC; which required a reset of the FMGC 2. Throughout the day we had 'issues' with the MCDU.  Since this AC is so electrical; I would like to request that Maintenance use the Mechanics check list for proper shutdown. One of the mechanics actually said to me that they do not have to use checklist that 'they were for pilots'!
A319 flight crew describes a 'hard power transfer' when the Number 2 engine is shut down during taxi in. The Number 1 engine was unresponsive to power lever movement; although all engine indications appear normal. The Number 2 engine is restarted; the Number 1 shutdown and the aircraft turned over to Maintenance at the gate.