Narrative:

We allowed ourselves to be rushed and got caught up in the motion of events and didn't change our mind set to start a go around. I was flying the airplane. Inbound to mke we requested runway 7R. We reviewed both approach plates (7R and 19R) and the 10-9 page concerning both runways. In close to mke we were told we were being vectored to 7R. We were then given a heading and told we'd be turned on 3 mi from teels (the LOM). When turned on to 7R, we went through the localizer and corrected back. At 1500 ft the copilot had ground contact. At 700 ft the copilot called the lights in sight. When we landed, the aircraft yawed to the right and the deceleration forces were abnormally slow. With full brake and full reverse, the airplane came to a stop approximately 150 ft past the end of the runway. After the airplane stopped, airplane was level with no fire bells. We chose not to evacuate/evacuation. I made a PA telling everyone the airplane had gone off the runway and please remain seated. The emergency crews confirmed there was no fire. I then went out the aft airstairs to assess the situation of the aircraft in person. There appeared to be no damage. I then went back into the cockpit and started the APU then went back outside to reconfirm the airplane's situation and talk to the crash crews about getting the people off safely. Everyone deplaned through the aft airstairs. There were no injuries reported. After turning the aircraft over to maintenance, we left the aircraft. The flight attendants did an excellent job in assisting us. Callback conversation with reporter revealed the following: the reporter captain stated that initially the FAA had declared the runway excursion incident closed, but another FAA office has decided to investigate further. The instructor pilot captain is dual qualified on 2 very different lgts. A commuter aircraft that landed before the reporting aircraft had a hydroplane incident on the same runway but failed to make a PIREP. The aircraft in this incident is the oldest large transport of this type with the reporter's company. The anti-skid on this vintage model is notorious for being of little use. No anti-skid releases were noted. This was the reporter's first experience with hydroplaning. Supplemental information from acn 217695: shortly before touchdown the captain asked for 'wipers on.' I did so and this 'blurred' the vision I had through my front window. I was not able to determine the actual point of touchdown. We flared and touched down firmly on centerline with little or no 'float.' captain asked me to report braking action as nil to tower and I did so. I noted, while monitoring tower reports of windshear to arriving traffic. Callback conversation with reporter revealed the following: the first officer stated that the windshield wipers were on, but the forward visibility was very poor. He was monitoring forward progress and alignment with his peripheral vision. He was not aware of any anti-skid releases as he was busy with alignment.

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Original NASA ASRS Text

Title: AFTER A HURRIED AND SLOPPY APCH, AN LGT AIRCREW RAN OFF OF THE END OF THE RWY. THERE WAS NO DAMAGE OR INJURY.

Narrative: WE ALLOWED OURSELVES TO BE RUSHED AND GOT CAUGHT UP IN THE MOTION OF EVENTS AND DIDN'T CHANGE OUR MIND SET TO START A GAR. I WAS FLYING THE AIRPLANE. INBOUND TO MKE WE REQUESTED RWY 7R. WE REVIEWED BOTH APCH PLATES (7R AND 19R) AND THE 10-9 PAGE CONCERNING BOTH RWYS. IN CLOSE TO MKE WE WERE TOLD WE WERE BEING VECTORED TO 7R. WE WERE THEN GIVEN A HDG AND TOLD WE'D BE TURNED ON 3 MI FROM TEELS (THE LOM). WHEN TURNED ON TO 7R, WE WENT THROUGH THE LOC AND CORRECTED BACK. AT 1500 FT THE COPLT HAD GND CONTACT. AT 700 FT THE COPLT CALLED THE LIGHTS IN SIGHT. WHEN WE LANDED, THE ACFT YAWED TO THE R AND THE DECELERATION FORCES WERE ABNORMALLY SLOW. WITH FULL BRAKE AND FULL REVERSE, THE AIRPLANE CAME TO A STOP APPROX 150 FT PAST THE END OF THE RWY. AFTER THE AIRPLANE STOPPED, AIRPLANE WAS LEVEL WITH NO FIRE BELLS. WE CHOSE NOT TO EVAC. I MADE A PA TELLING EVERYONE THE AIRPLANE HAD GONE OFF THE RWY AND PLEASE REMAIN SEATED. THE EMER CREWS CONFIRMED THERE WAS NO FIRE. I THEN WENT OUT THE AFT AIRSTAIRS TO ASSESS THE SITUATION OF THE ACFT IN PERSON. THERE APPEARED TO BE NO DAMAGE. I THEN WENT BACK INTO THE COCKPIT AND STARTED THE APU THEN WENT BACK OUTSIDE TO RECONFIRM THE AIRPLANE'S SITUATION AND TALK TO THE CRASH CREWS ABOUT GETTING THE PEOPLE OFF SAFELY. EVERYONE DEPLANED THROUGH THE AFT AIRSTAIRS. THERE WERE NO INJURIES RPTED. AFTER TURNING THE ACFT OVER TO MAINT, WE LEFT THE ACFT. THE FLT ATTENDANTS DID AN EXCELLENT JOB IN ASSISTING US. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE RPTR CAPT STATED THAT INITIALLY THE FAA HAD DECLARED THE RWY EXCURSION INCIDENT CLOSED, BUT ANOTHER FAA OFFICE HAS DECIDED TO INVESTIGATE FURTHER. THE INSTRUCTOR PLT CAPT IS DUAL QUALIFIED ON 2 VERY DIFFERENT LGTS. A COMMUTER ACFT THAT LANDED BEFORE THE RPTING ACFT HAD A HYDROPLANE INCIDENT ON THE SAME RWY BUT FAILED TO MAKE A PIREP. THE ACFT IN THIS INCIDENT IS THE OLDEST LGT OF THIS TYPE WITH THE RPTR'S COMPANY. THE ANTI-SKID ON THIS VINTAGE MODEL IS NOTORIOUS FOR BEING OF LITTLE USE. NO ANTI-SKID RELEASES WERE NOTED. THIS WAS THE RPTR'S FIRST EXPERIENCE WITH HYDROPLANING. SUPPLEMENTAL INFORMATION FROM ACN 217695: SHORTLY BEFORE TOUCHDOWN THE CAPT ASKED FOR 'WIPERS ON.' I DID SO AND THIS 'BLURRED' THE VISION I HAD THROUGH MY FRONT WINDOW. I WAS NOT ABLE TO DETERMINE THE ACTUAL POINT OF TOUCHDOWN. WE FLARED AND TOUCHED DOWN FIRMLY ON CTRLINE WITH LITTLE OR NO 'FLOAT.' CAPT ASKED ME TO RPT BRAKING ACTION AS NIL TO TWR AND I DID SO. I NOTED, WHILE MONITORING TWR RPTS OF WINDSHEAR TO ARRIVING TFC. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: THE FO STATED THAT THE WINDSHIELD WIPERS WERE ON, BUT THE FORWARD VISIBILITY WAS VERY POOR. HE WAS MONITORING FORWARD PROGRESS AND ALIGNMENT WITH HIS PERIPHERAL VISION. HE WAS NOT AWARE OF ANY ANTI-SKID RELEASES AS HE WAS BUSY WITH ALIGNMENT.

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.