Date: 201705
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Aircraft component: Powerplant Fuel Valve
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain
Human factors: Situational Awareness
Second reporter function: First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Other Person
When detected: Aircraft In Service At Gate
Result: Flight Crew Became Reoriented
Contributing factors: Aircraft; Human Factors
Primary problem: Human Factors

Narrative: The right engine was running after shutdown check. We parked at the gate with APU running and parking brake set. I did my flow as normal with a cognizant point not to rush. I checked to see that we had ground power- we did. Then gens off and both engines to shutdown position then up to the rest of the switches on the flow. We then read the checklist and I specifically verified each position without rushing. We let the jumpseater open the cockpit door and after we deplaned I did the seat belts the FO did the walk around. We waited for the passengers to get their carry on bags and since there was no crew I shut the aircraft down. When I arrived from my commute home that evening I received a message telling me that they noticed that right engine was still running. I then notified the FO. Based on my math the engine was running about 10 minutes after I vacated the aircraft.The checklist was followed so there was a false sense of security that everything was actually the way it was supposed to be. The Thrust Levers looked in shutdown position. Everything I normally look at seemed right. However I could've and should've incorporated a cognizant check of the gauges in addition to thrust lever position. As the right engine thrust lever looked like it was in shutdown position but in reality is neither in idle nor shutdown it needed just a slight more force toward the shutdown position to complete the shutdown. I also could've caught this by verifying gauges before the terminating check. Other factors include windy conditions in the alley and lots of surrounding aircraft with engines running adding to the noise in close proximity- making more difficult for us to sense that our engine was running. Adding awareness of the gauges with the thrust lever position gives added verification that everything is the way that it is supposed to be. This will now be done prior to every engine shutdown and terminating check. If anything seems out place during walk around it should be brought to other crew members attention.


Second narrative: Conditions were VMC and borderline marginal with intermittent -RA. We had a jumpseater riding along with us on the inbound leg. We arrived into the gate with chocks in after another successful flight. I completed my flow and the Captain did his; he called for the shutdown checklist and we performed every part of said checklist. I filled out and verified with the Captain that the maintenance can entry was completed; which it was. Cleaned up my area and grabbed my bags to make a commute. Captain said he would do the walk around so I may make said commute. As I was walking out the jet bridge I was stopped by administration personnel who said I had a random test to perform before I could go home. I obliged and asked if I may finish a walk around so the captain doesn't have to complete the task; since I was going to miss my commute from the random event. I performed the walk around and noticed the right engine appeared to be spinning more than usual and making excessive noise. I immediately came to the cockpit and noticed that the thrust levers seemed to be indicating in the shutoff position past the white shutoff detent on the thrust quadrant. What I did not do was verify EICAS 1 for the engine gauges. I also; didn't speak up about what I thought could be abnormal to the Captain since we completed the shut down check and the levers looked to be past the detent when I came back after my walk around. Later in the day; we found out from the outbound crew who arrived shortly thereafter us leaving the aircraft that one of the engines were still running and left unattended.Feeling rushed to make a commute and not verifying the actions called out on the checklist. Not bringing up my suspicion that something seemed abnormal on the post flight walk around. Lack of confidence speaking up to a Captain instead of trusting my instinct. Not verifying EICAS 1 display for confirmation of proper engine shut down.I will be verifying that all checklist items are confirmed completed on the Shutdown Checklist just as I do with every other checklist I complete; this checklist is no different from any other. I will be more apt to speak up with Captains when something doesn't seem appropriate or correct; this is an art form that I need to work on. I am hesitant to overstep my boundaries and want to be well perceived by those I fly with. I will now start to verify EICAS 1 & 2 for engines gauges and any other pertinent information after a Shutdown Checklist is completed. Not feel rushed to make a commute and spend an extra 30 seconds verifying all items on checklist are completed.


Synopsis: CRJ-200 flight crew reported not shutting down the right engine after gate arrival. The fuel lever appeared to be in the cutoff position; but was just shy and the engine continued to run after the crew departed.