Narrative:

The preflight preparation; briefings; departure and enroute portions were all standard. The captain and I discussed the weather forecast and the fuel load. We noted that there was a forecast tailwind and wet runway and we were carrying gas for two alternates. As we approached ZZZ we were cleared by ARTCC for the arrival from zzzzz. We obtained the current ATIS; which at (time) showed the wind at [light tailwind]; and got landing data for a wet runway xx; the active runway. There were no braking advisories in effect and the braking action report we received indicated 'wet/good.' the data showed max autobrake required. The ceiling was 1100 broken. We briefed the arrival and approach and I also made an announcement informing the passengers of the planned max braking and the fact that it would seem more abrupt than normal.after several intermediate clearances; we were cleared to descend via the arrival. The descent was uneventful with no appreciable turbulence or wind shear. The captain had advised the flight attendants to clean up early so the cabin was secure and everyone was seated. On an extended dogleg between ZZZZZ1 and final we were cleared for the ILS runway xx. The captain slowed and gradually configured the aircraft with flaps 40 and autobrakes max as we intercepted the VOR and ILS paths. Tower informed us that there was heavy rain directly over the field and as the rain intensified somewhat the captain asked for high on the wipers. It was raining; but it did not seem to be an unusually heavy amount of rain. We crosschecked altitudes at the FAF and continued a very stable controlled approach.roughly 200 feet above minimums I saw the runway environment clearly and noted that the captain was making slight corrections to centerline and glide path and was right on speed. I called approaching minimums/minimums and the captain stated that he was landing. The speed brakes and thrust reversers were deployed immediately on touchdown. The antiskid began to cycle and the aircraft did not slow appreciably; initially. As we approached the alternating red/white runway edge lights the aircraft seemed to be slowing more quickly; but as we got to the last 1;000 feet to 500 feet of runway available; the deceleration slowed markedly.the captain made a slight bid toward the left hammer head area; but determined we were moving too quickly to make the turn safely and we entered the emas. The aircraft was smoothly and quickly brought to a stop slightly left of centerline. After the aircraft came to a stop we noted that there were no fire indications and no need to evacuate; so the captain instructed the passengers to remain seated. We started the APU; shut down the engines; and after less than a minute transferred to APU power. ZZZ tower informed us that crash and fire response was on the way; and I informed them that we were shut down and were on APU power.we discussed what checklists to run; and finally did the after landing flows and parking checklists; with the exception of moving the flaps. We double checked with the flight attendants and determined that there were no injuries which we passed on to tower and crash/fire recovery. Then the captain made a PA to the passengers reassuring them that everything was safe and at that point we were working on a way to get everyone off the aircraft and into the terminal. We worked with airport personnel to eventually get airstairs brought to the forward service door and after a quick check by fire personnel; the passengers were deplaned to waiting buses. We consulted with the fire chief and then shut down the aircraft per the checklist. The entire crew was then transported to a secure area in the terminal.

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Original NASA ASRS Text

Title: Air Carrier flight crew reported runway excursion on to runway EMAS during landing in rain showers.

Narrative: The preflight preparation; briefings; departure and enroute portions were all standard. The Captain and I discussed the weather forecast and the fuel load. We noted that there was a forecast tailwind and wet runway and we were carrying gas for two alternates. As we approached ZZZ we were cleared by ARTCC for the Arrival from ZZZZZ. We obtained the current ATIS; which at (time) showed the wind at [light tailwind]; and got landing data for a wet Runway XX; the active runway. There were no braking advisories in effect and the braking action report we received indicated 'wet/good.' The data showed max autobrake required. The ceiling was 1100 BKN. We briefed the arrival and approach and I also made an announcement informing the passengers of the planned max braking and the fact that it would seem more abrupt than normal.After several intermediate clearances; we were cleared to descend via the arrival. The descent was uneventful with no appreciable turbulence or wind shear. The Captain had advised the flight attendants to clean up early so the cabin was secure and everyone was seated. On an extended dogleg between ZZZZZ1 and final we were cleared for the ILS Runway XX. The Captain slowed and gradually configured the aircraft with flaps 40 and autobrakes max as we intercepted the VOR and ILS paths. Tower informed us that there was heavy rain directly over the field and as the rain intensified somewhat the Captain asked for high on the wipers. It was raining; but it did not seem to be an unusually heavy amount of rain. We crosschecked altitudes at the FAF and continued a very stable controlled approach.Roughly 200 feet above minimums I saw the runway environment clearly and noted that the Captain was making slight corrections to centerline and glide path and was right on speed. I called approaching minimums/minimums and the Captain stated that he was landing. The speed brakes and thrust reversers were deployed immediately on touchdown. The antiskid began to cycle and the aircraft did not slow appreciably; initially. As we approached the alternating red/white runway edge lights the aircraft seemed to be slowing more quickly; but as we got to the last 1;000 feet to 500 feet of runway available; the deceleration slowed markedly.The Captain made a slight bid toward the left hammer head area; but determined we were moving too quickly to make the turn safely and we entered the EMAS. The aircraft was smoothly and quickly brought to a stop slightly left of centerline. After the aircraft came to a stop we noted that there were no fire indications and no need to evacuate; so the Captain instructed the passengers to remain seated. We started the APU; shut down the engines; and after less than a minute transferred to APU power. ZZZ Tower informed us that Crash and Fire response was on the way; and I informed them that we were shut down and were on APU power.We discussed what checklists to run; and finally did the after Landing Flows and Parking Checklists; with the exception of moving the flaps. We double checked with the flight attendants and determined that there were no injuries which we passed on to Tower and Crash/Fire recovery. Then the Captain made a PA to the passengers reassuring them that everything was safe and at that point we were working on a way to get everyone off the aircraft and into the terminal. We worked with Airport Personnel to eventually get airstairs brought to the forward service door and after a quick check by Fire Personnel; the passengers were deplaned to waiting buses. We consulted with the Fire Chief and then shut down the aircraft per the checklist. The entire crew was then transported to a secure area in the terminal.

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.