Narrative:

Long runway at mlb was closed (runway 9R/27L). The crew was cleared for a visual approach to runway 9L, runway length 6000 ft. Crew briefed a visual approach for runway 9L, and selected the autobrakes to medium. The copilot intercepted a visual descent at about 5 mi from field. At approximately 4 mi, crew picked up the VASI and were red over white and aircraft was configured for landing. At about 3 mi, captain felt the aircraft was on GS (VASI red over white) and on airspeed during the entire approach. Aircraft touched down approximately 2000 ft from approach end of runway, on airspeed. Captain called 2 in reverse and 130 KIAS, but did not feel aircraft was decelerating properly. Captain called for more brakes and more reversers. Captain took control of aircraft and applied maximum brakes and maximum reverse thrust. Captain noted left engine EPR at 2.02 and the left engine N1 flashing. Aircraft was stopped on remaining runway. Flight control was notified and contract maintenance secured to inspect engines because of flashing N1. Supplemental information from acn 404511: the aircraft came to a stop on the runway with N1 RPM flashing on both engines. Maintenance was notified and both aircraft engines were inspected. The aircraft was ferried back to atlanta. For this situation, if maximum autobrakes had been used, maximum reverse thrust may not have been needed and the engine limits would not have been exceeded.

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Original NASA ASRS Text

Title: AN MD88 FLC EXPERIENCES AN N1 OVERSPD ON BOTH ENGS WHILE ATTEMPTING TO STOP PRIOR TO RUNNING OFF THE END OF RWY 9L AT MLB. THE LONG RWY WAS CLOSED AND THE RWY 9L WAS JUST 6000 FT LONG. AUTOBRAKES SET FOR MEDIUM.

Narrative: LONG RWY AT MLB WAS CLOSED (RWY 9R/27L). THE CREW WAS CLRED FOR A VISUAL APCH TO RWY 9L, RWY LENGTH 6000 FT. CREW BRIEFED A VISUAL APCH FOR RWY 9L, AND SELECTED THE AUTOBRAKES TO MEDIUM. THE COPLT INTERCEPTED A VISUAL DSCNT AT ABOUT 5 MI FROM FIELD. AT APPROX 4 MI, CREW PICKED UP THE VASI AND WERE RED OVER WHITE AND ACFT WAS CONFIGURED FOR LNDG. AT ABOUT 3 MI, CAPT FELT THE ACFT WAS ON GS (VASI RED OVER WHITE) AND ON AIRSPD DURING THE ENTIRE APCH. ACFT TOUCHED DOWN APPROX 2000 FT FROM APCH END OF RWY, ON AIRSPD. CAPT CALLED 2 IN REVERSE AND 130 KIAS, BUT DID NOT FEEL ACFT WAS DECELERATING PROPERLY. CAPT CALLED FOR MORE BRAKES AND MORE REVERSERS. CAPT TOOK CTL OF ACFT AND APPLIED MAX BRAKES AND MAX REVERSE THRUST. CAPT NOTED L ENG EPR AT 2.02 AND THE L ENG N1 FLASHING. ACFT WAS STOPPED ON REMAINING RWY. FLT CTL WAS NOTIFIED AND CONTRACT MAINT SECURED TO INSPECT ENGS BECAUSE OF FLASHING N1. SUPPLEMENTAL INFO FROM ACN 404511: THE ACFT CAME TO A STOP ON THE RWY WITH N1 RPM FLASHING ON BOTH ENGS. MAINT WAS NOTIFIED AND BOTH ACFT ENGS WERE INSPECTED. THE ACFT WAS FERRIED BACK TO ATLANTA. FOR THIS SIT, IF MAX AUTOBRAKES HAD BEEN USED, MAX REVERSE THRUST MAY NOT HAVE BEEN NEEDED AND THE ENG LIMITS WOULD NOT HAVE BEEN EXCEEDED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.