Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Commercial
Situational Awareness; Fatigue
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown
General None Reported / Taken
Human Factors
After arriving at the gate; I left the number 2 engine running after leaving the aircraft. The First Officer and I read the Shutdown Checklist and it called for thrust levers idle; [but] I did not confirm that the engine was actually shut down. I found out that it was left running from the next flight crew taking over the aircraft about 20 minutes after I had left the aircraft.I think that this happened due to being fatigued. We had worked 8.78 hrs of flight time and 13 hrs on duty yesterday followed by a minimum rest. On the approach; I had made a few minor errors that the First Officer caught while going over the Descent and Approach Checklist; one of them being fasten seatbelt sign. I felt fine leaving [the departure airport] being fully alert and about half way through the flight I could feel the fatigue setting in. Either way this could have been prevented by checking that the engine is actually off when the Shutdown Checklist is accomplished.
The number 2 engine was left running after leaving the aircraft. I had read the Shutdown Checklist but we had not confirmed by reference to the gauges that the engine was actually shut down. The crew that was flying the aircraft after us arrived about 20 minutes after we left the plane and they called the Captain to advise.The Captain and I had 8.78 hours of flight time the day before and had to rise early the next morning for this flight. I believe that fatigue was a significant factor for this event and I could see signs of fatigue in both of us on this final leg of the day. This could have been prevented if we had checked the gauges to confirm that the engines were shut down. On my post flight walk around; it was very loud at our gate with ours and many other nearby aircraft APU's and engines were running. I do look up at the engine to check the blades when I am near the nose of the aircraft. The galley truck was blocking my view of the engine #2 and after I went around the truck; I continued inspection starting with the side of aircraft; leading edge and landing gear and did not look up at the engine blades.Checking the gauges at shutdown and visual checking the engine on post-flight could have been prevented this event.
EMB-145 flight crew reported they failed to shut down the Number 2 engine when they left the aircraft at the end of their duty day. Fatigue was cited as contributing.