Date: 201205
Local time of day: 1801-2400
Location: MLU.Airport, LA
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Landing
ATC / advisory: Tower MLU
Aircraft component: Turbine Engine
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Fatigue; Human-Machine Interface; Workload
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Human Factors; Aircraft
Primary problem: Human Factors

Narrative: We were dispatched with the right thrust reverser deferred. On landing I was trying hard to remember not to accidentally deploy the right thrust reverser and cause an EICAS message; so I kept my hand on the left thrust lever. However on landing I mistakenly shut down the left engine at about 90 KTS instead of activating the left thrust reverser. I then used normal braking to slow down and; once at taxi speed; exited the runway and taxied to the gate on the right engine.Our actual block hours for this day three of a four day pairing were 9:17 over a duty day of 14:26. Our original schedule was for 7:49 block and 13:39 minute duty day followed by 9:26 layover with an early return to duty the next morning. We exceeded this due to operational delays. This left the crew feeling exhausted. By the time of the landing event we were tired and trying to do the best we could under the circumstances. In fact; by day 4 of this trip we would have exceeded 30 in 7 on the last day; so the company had to take away our last round trip.This pairing and [similar] ones the company has been using over the last few months are extremely dangerous and just waiting for a serious accident to happen. Scheduling this many legs over a duty day without sufficient rest to recover from the previous days flying was the number one factor in this incident. These pairings might look good on paper; but actually doing it is another story. Luckily; in our case nothing happened.If the company is serious about safe operations and avoiding fatigued pilots; it needs to adjust pairings accordingly. The stresses and work load involved in flying 6; 7 and even 8 leg days in a 14 hour time period; combined with scheduled reduced rest over nights; is like playing Russian Roulette with our passengers and crew members lives.I'm sick and tired of hearing it's legal; so you're good to go. I try not to bid these kinds of trips but sometimes I can't avoid getting them.


Second narrative: [No substantive additional information was provided in the secondary narrative.]


Synopsis: Fatigued from a long duty day; lengthened by operational delays and being dispatched with a right thrust reverser deferred inoperative; a CRJ-200 Captain inadvertently shut down the left engine instead of reversing 'only' the left engine he intended. Both pilots reported significant fatigue which affected their performance.