Regional Jet 700 ER/LR (CRJ700)
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human-Machine Interface; Situational Awareness
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Inflight Shutdown; Flight Crew Overcame Equipment Problem; Flight Crew Regained Aircraft Control
Aircraft; Procedure; MEL; Human Factors
I was Pilot Flying.  The right thrust reverser was inoperative and disabled by maintenance; the left thrust reverser was available for use.  After touching down and derotating; I deployed the left thrust reverser.  When I attempted to move the thrust lever backward from idle reverse to increase reverse thrust I found that the thrust lever would not move and my hand position somehow felt different from usual.  In that same moment I realized that instead of lifting the thrust reverser unlock lever I had lifted the shutoff lock and moved the thrust lever into shutoff; shutting down the left engine.  I called out the problem to the Captain and told him I would be using only brakes to stop the aircraft.  There was plenty of runway remaining and heavy braking was not required.  We taxied to the gate using normal single engine taxi procedures.After performing several thousand landings in this aircraft I have a well developed muscle memory for engaging reverse thrust.  I also have a well developed muscle memory for shutting down the left engine during taxi.  With the right thrust reverser disabled; thrust reverser use required touching and moving only the left thrust lever instead of both thrust levers.  I am fairly certain that this interaction with only the left thrust lever subconsciously triggered the muscle memory motions for a left engine shutdown instead of those for activating the thrust reverser(s) which usually involves moving both thrust levers.  I had landed the same aircraft the day before with the same inoperative right thrust reverser and properly deployed only the left thrust reverser.  I have no other explanation for how I managed to perform the motions for an engine shutdown instead.I will be much more aware of this possibility for inadvertent incorrect hand motions possibly caused by muscle memory triggers when operating an aircraft with a deferred thrust reverser.
First Officer reported during landing roll out; he shut off the left engine fuel lever instead of deploying the left thrust reverser and used wheel brakes only to slow the aircraft to a safe stop.