Narrative:

First officer was flying, #3 engine reverser isolated, our calculations showed us very near runway performance limit for landing. These calculations included #3 reverser inoperative. First officer made beautiful approach, right on speed and path, nice firm touchdown in touchdown zone (well done!). He selected reverse on engines #1 and #2 per the company MEL procedures. Engine #2 spun immediately into excess RPM and an over-EPR condition. Engine #1 showed little response though reverse lever position were symmetrical. Engine #2 performance happened so fast that the flight engineer, whose function it is to monitor reverse performance during landing, didn't have any opportunity to warn of the coming engine exceedance before it had happened. Contributing factors are turbulent conditions on approach, short runways (for a B727!) at mdw, degraded landing performance because of aircraft mechanical condition, but primarily, in my opinion, the misrigging of engine #2 reverse lever. Preceding crew mentioned nothing about this condition as we received the aircraft from them at dfw (nice long runways) though a management pilot I spoke to later said he had 'written (the aircraft) up' 2 weeks prior for the same condition.

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Original NASA ASRS Text

Title: A B727 PIC RPT ON THE OVERBOOSTING OF #2 ENG DURING REVERSING PROC BY FO WHEN ON ROLLOUT AT MDW, IL.

Narrative: FO WAS FLYING, #3 ENG REVERSER ISOLATED, OUR CALCULATIONS SHOWED US VERY NEAR RWY PERFORMANCE LIMIT FOR LNDG. THESE CALCULATIONS INCLUDED #3 REVERSER INOP. FO MADE BEAUTIFUL APCH, RIGHT ON SPD AND PATH, NICE FIRM TOUCHDOWN IN TOUCHDOWN ZONE (WELL DONE!). HE SELECTED REVERSE ON ENGS #1 AND #2 PER THE COMPANY MEL PROCS. ENG #2 SPUN IMMEDIATELY INTO EXCESS RPM AND AN OVER-EPR CONDITION. ENG #1 SHOWED LITTLE RESPONSE THOUGH REVERSE LEVER POS WERE SYMMETRICAL. ENG #2 PERFORMANCE HAPPENED SO FAST THAT THE FE, WHOSE FUNCTION IT IS TO MONITOR REVERSE PERFORMANCE DURING LNDG, DIDN'T HAVE ANY OPPORTUNITY TO WARN OF THE COMING ENG EXCEEDANCE BEFORE IT HAD HAPPENED. CONTRIBUTING FACTORS ARE TURBULENT CONDITIONS ON APCH, SHORT RWYS (FOR A B727!) AT MDW, DEGRADED LNDG PERFORMANCE BECAUSE OF ACFT MECHANICAL CONDITION, BUT PRIMARILY, IN MY OPINION, THE MISRIGGING OF ENG #2 REVERSE LEVER. PRECEDING CREW MENTIONED NOTHING ABOUT THIS CONDITION AS WE RECEIVED THE ACFT FROM THEM AT DFW (NICE LONG RWYS) THOUGH A MGMNT PLT I SPOKE TO LATER SAID HE HAD 'WRITTEN (THE ACFT) UP' 2 WKS PRIOR FOR THE SAME CONDITION.

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.