Narrative:

Turned final for 22R at ord approximately 5 mi east of OM at 180 KTS. Approach advised to further slow to 150 KTS. Lowered gear, flaps 35 at this time. Read final checklist and set bug 145 KTS. Followed localizer and G/south to T/D at 145 KTS. Touched down approximately 1200' down runway on centerline at approximately 140 KTS. Lowered nose immediately, applied moderate reverse thrust. Deceleration appeared normal. Planned to turn off on old scenic taxiway, so applied light braking. Tower advised us to roll to end of runway. Continued to roll down the runway. Approximately 500-600' prior to end turn off I started to apply light braking. Aircraft did not decelerate, so I applied more pressure and started slight left turn for turn off. Approaching turn off, I had maximum brake pressure applied. Aircraft was not decelerating at all. I felt the brakes had failed and I could see would would not be able to make the turn off, so I centered the nose wheel prior to its sliding off the runway end and onto the grass. I advised the tower that we would not need the crash equipment, but they came anyway. A mechanic and tug came to push us back. The mechanic inspected the aircraft and found no damage. Also, no damage to ground equipment. He stated that moisture was standing on paint and runway surface and that it was slippery. He also stated that his tug's wheels had slipped while pushing out at gate around the time we were landing. The tower advised us that the end of the runway had recently been painted (5/2/89). We had stopped 26 off the runway end with the nose gear mains on the runway. We were pushed back and towed to the gate. I feel we experienced reverted rubber hydroplaning due to moisture and new paint. Brake pressure was normal after we stopped. Skid marks were thin lines on either side of tires--no center track. This aircraft's brakes are very effective; moderate pressure normally causes to lean forward into shoulder harness. Recommendation: do not turn off at end of runway!

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Original NASA ASRS Text

Title: WDB TYPE ACFT NOSE WHEEL ROLLED OFF END OF RWY WHEN ACFT EXPERIENCED HYDROPLANING AND WAS UNABLE TO STOP ON THE RWY. MAIN GEAR REMAINED ON RWY.

Narrative: TURNED FINAL FOR 22R AT ORD APPROX 5 MI E OF OM AT 180 KTS. APCH ADVISED TO FURTHER SLOW TO 150 KTS. LOWERED GEAR, FLAPS 35 AT THIS TIME. READ FINAL CHKLIST AND SET BUG 145 KTS. FOLLOWED LOC AND G/S TO T/D AT 145 KTS. TOUCHED DOWN APPROX 1200' DOWN RWY ON CENTERLINE AT APPROX 140 KTS. LOWERED NOSE IMMEDIATELY, APPLIED MODERATE REVERSE THRUST. DECELERATION APPEARED NORMAL. PLANNED TO TURN OFF ON OLD SCENIC TXWY, SO APPLIED LIGHT BRAKING. TWR ADVISED US TO ROLL TO END OF RWY. CONTINUED TO ROLL DOWN THE RWY. APPROX 500-600' PRIOR TO END TURN OFF I STARTED TO APPLY LIGHT BRAKING. ACFT DID NOT DECELERATE, SO I APPLIED MORE PRESSURE AND STARTED SLIGHT LEFT TURN FOR TURN OFF. APCHING TURN OFF, I HAD MAX BRAKE PRESSURE APPLIED. ACFT WAS NOT DECELERATING AT ALL. I FELT THE BRAKES HAD FAILED AND I COULD SEE WOULD WOULD NOT BE ABLE TO MAKE THE TURN OFF, SO I CENTERED THE NOSE WHEEL PRIOR TO ITS SLIDING OFF THE RWY END AND ONTO THE GRASS. I ADVISED THE TWR THAT WE WOULD NOT NEED THE CRASH EQUIP, BUT THEY CAME ANYWAY. A MECH AND TUG CAME TO PUSH US BACK. THE MECH INSPECTED THE ACFT AND FOUND NO DAMAGE. ALSO, NO DAMAGE TO GND EQUIP. HE STATED THAT MOISTURE WAS STANDING ON PAINT AND RWY SURFACE AND THAT IT WAS SLIPPERY. HE ALSO STATED THAT HIS TUG'S WHEELS HAD SLIPPED WHILE PUSHING OUT AT GATE AROUND THE TIME WE WERE LNDG. THE TWR ADVISED US THAT THE END OF THE RWY HAD RECENTLY BEEN PAINTED (5/2/89). WE HAD STOPPED 26 OFF THE RWY END WITH THE NOSE GEAR MAINS ON THE RWY. WE WERE PUSHED BACK AND TOWED TO THE GATE. I FEEL WE EXPERIENCED REVERTED RUBBER HYDROPLANING DUE TO MOISTURE AND NEW PAINT. BRAKE PRESSURE WAS NORMAL AFTER WE STOPPED. SKID MARKS WERE THIN LINES ON EITHER SIDE OF TIRES--NO CENTER TRACK. THIS ACFT'S BRAKES ARE VERY EFFECTIVE; MODERATE PRESSURE NORMALLY CAUSES TO LEAN FORWARD INTO SHOULDER HARNESS. RECOMMENDATION: DO NOT TURN OFF AT END OF RWY!

Data retrieved from NASA's ASRS site as of August 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.