Air carrier flight crew reported striking a taxiway light while exiting the active runway.

Narrative:

After an uneventful landing at vabb runway 27; we were directed to clear the runway on taxiway N8. As we entered the taxiway; while in a right 45 degree turn; we hydroplaned causing the airplane to veer what appeared to about 30 feet left of the taxiway centerline. The captain was able to regain traction of the aircraft before departing any paved surface. However; it was clear we had gotten close to the blue taxiway edge lights on the side of the taxiway. Once under control we performed a quick assessment of our situation and decided to proceed to our assigned gate. As we turned away from the location of the taxiway centerline excursion; we couldn't see that we had run over any lights. We declared our incident to ground control and asked that they perform a check for any evidence of broken taxiway lights. Within 15 minutes; ground personnel arrived at the aircraft with evidence of a single broken taxiway edge light; obviously caused by our excursion. Upon further review; we should have recognized that we were going too fast for the conditions and should have advised ATC that exiting at N8 wouldn't be prudent. We could then have vacated the runway at the next available taxiway. We should also have recognized that; although there weren't clear indications of standing water on the taxiway; we should have been more anticipating of such conditions. As the first officer (first officer); I should have been a better backup to the captain in determining our speed as we made the decision to enter the taxiway. Also as first officer I should have been quicker to recognize the conditions that might arise resulting in a hydroplane. Fortunately there was no damage to the airplane; crew; and no other damage to the airfield. In the future doing a more thorough analysis not just of potentially dangerous runway; but also taxiway conditions will be warranted. I know I will never be a part of a crew where we allow ourselves to compromise safety; overlooking such conditions; for the purpose of expediting runway vacation. Clearly; bringing the airplane to a safe; manageable taxi speed should be the goal long before considering making a turn to taxi clear of the runway.

Original NASA ASRS Text

Title: Air carrier flight crew reported striking a taxiway light while exiting the active runway.

Narrative: After an uneventful landing at VABB Runway 27; we were directed to clear the runway on taxiway N8. As we entered the taxiway; while in a right 45 degree turn; we hydroplaned causing the airplane to veer what appeared to about 30 feet left of the taxiway centerline. The Captain was able to regain traction of the aircraft before departing any paved surface. However; it was clear we had gotten close to the blue taxiway edge lights on the side of the taxiway. Once under control we performed a quick assessment of our situation and decided to proceed to our assigned gate. As we turned away from the location of the taxiway centerline excursion; we couldn't see that we had run over any lights. We declared our incident to ground control and asked that they perform a check for any evidence of broken taxiway lights. Within 15 minutes; ground personnel arrived at the aircraft with evidence of a single broken taxiway edge light; obviously caused by our excursion. Upon further review; we should have recognized that we were going too fast for the conditions and should have advised ATC that exiting at N8 wouldn't be prudent. We could then have vacated the runway at the next available taxiway. We should also have recognized that; although there weren't clear indications of standing water on the taxiway; we should have been more anticipating of such conditions. As the FO (First Officer); I should have been a better backup to the Captain in determining our speed as we made the decision to enter the taxiway. Also as FO I should have been quicker to recognize the conditions that might arise resulting in a hydroplane. Fortunately there was no damage to the airplane; crew; and no other damage to the airfield. In the future doing a more thorough analysis not just of potentially dangerous runway; but also taxiway conditions will be warranted. I know I will never be a part of a crew where we allow ourselves to compromise safety; overlooking such conditions; for the purpose of expediting runway vacation. Clearly; bringing the airplane to a safe; manageable taxi speed should be the goal long before considering making a turn to taxi clear of the runway.

Data retrieved from NASA's ASRS site 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.

Attributes
ACN	1551957
Time
Date	201806
Local Time Of Day	0601-1200
Place
Locale Reference	VABB.Airport
State Reference	FO
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	Widebody Transport
Operating Under FAR Part	Part 121
Flight Phase	Landing Taxi
Route In Use	Other Controlled
Flight Plan	IFR
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Instrument Flight Crew Multiengine Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 7000 Flight Crew Type 4000
Person 2
Function	Relief Pilot
Experience	Flight Crew Last 90 Days 90 Flight Crew Total 6800 Flight Crew Type 3500
Events
Anomaly	Ground Event / Encounter Loss Of Aircraft Control Ground Event / Encounter Object Ground Excursion Taxiway