Narrative:

The flight was from atlanta to charleston and was uneventful until arrival in charleston. There were several thunderstorms observed on radar south of the airport and approach control also told us about them. We observed some rain only over the airport. We were cleared for the ILS runway 15 after being vectored through the final approach course to help us descend to proper altitude. The runway was in sight from about 15 mi out. The approach end of the runway was clear and dry and rain was observed about 1/3 of the way down the runway. Winds were issued from the tower as 160 degrees at 15 KTS with windshear advisories in effect. The boundary winds given were not greater than 10 KTS from different directions. We flew a 28 degree flap approach at vref speed plus 20 KTS to improve aircraft capabilities in the event of windshear. We also selected medium automatic- brakes. We touched down at about 1500 ft at which time the spoilers came up and the automatic-brakes came on. We immediately then rolled into the rain and visibility dropped significantly. I manually started braking (kicking off automatic-brakes) using maximum reverse thrust to get the aircraft stopped since the runway remaining markers were not visible. The captain and I both noticed the aircraft was not decelerating like normal at which time he joined me on the brakes and reversers. We then saw the end of the runway coming up and we were down to a normal runway turnoff speed, so the captain used nosewheel steering to exit on the last taxiway. The aircraft started skidding and we skidded past the last taxiway off the runway and into the grass. Once we were off the pavement we never stopped moving and the captain used forward thrust to keep us rolling back up on the taxiway. When we were back up on the taxiway we called for assistance. The passenger were deplaned and the aircraft towed to the gate. 2 nosewheel tires and 1 main tire was changed and the aircraft was flying again. The runway in chs has some kind of overlay on it which is known to be slippery when wet. I personally think that this overlay and large amounts of rubber on it make it dangerous when landing during wet conditions. I have never seen an airplane take so long to stop on other wet runways. Supplemental information from acn 316256: flight advised of low level windshear alert when on 15 mi final. Winds were 160 degrees 16 KTS. Boundary winds were in reasonable and safe limits. Tower was asked to advise of any significant changes in wind. 28 degree flap landing chosen for increased performance capabilities. Automatic- brakes medium. Bug set to vref plus 20. Crew discussed bug 20 as maximum to be used depending on ride conditions. Cleared for an ILS. Shower observed over the field, however approach end was dry and clear. Shower was observed on radar and appeared non-threatening. Touchdown well within touchdown zone. After touchdown reverse was applied and automatic-brakes appeared to engage normally. Aircraft under control and normal brakes were applied to increase braking. Aircraft rolled into the rain, an estimated 1/3 of the way down the runway. At this time aircraft drifted to right of centerline and crew noticed deceleration slower than normal. Crew applied maximum braking and reverse consistent with aircraft controllability. As last turnoff approach speed appeared to be consistent with a turn onto taxiway. At this time, maximum braking still being used. Left turn chosen due to aircraft right of centerline which would make turn less of an angle to the left. As the turn was initiated aircraft began skidding and missed the turnoff by an estimated 20-50 ft. Aircraft went into grass which appeared very soft. Forward thrust applied to keep aircraft moving and bring it to pavement, to avoid sinking into mud and causing a major problem. Nosewheel cocked over left upon transitioning from grass to pavement. Aircraft was immediately stopped with all 3 gear on pavement. Emergency evacuate/evacuation was decided against as aircraft was in safe condition. Assistance called for and gear pins installed to prevent an inadvertent collapse. Passenger deplaned out aft airstair without incident and transported to terminal in vehicles. No injuries. Maintenance inspected aircraft and it was towed to the gate uneventfully and returned to service. I believe that the fresh rain on the runway combined with runway surface condition caused enough of a performance degradation to cause this incident. Callback conversation with reporter revealed the following information: reporter stated touchdown was at vref plus 10. Maximum reverse was not used until entering rain. Rain was a moderate nature. Aircraft damage 2 tires replaced and nosewheel deflector.

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Original NASA ASRS Text

Title: MD88 RWY EXCURSION AFTER LNDG DUE TO SLICK RWY. ACFT DAMAGE.

Narrative: THE FLT WAS FROM ATLANTA TO CHARLESTON AND WAS UNEVENTFUL UNTIL ARR IN CHARLESTON. THERE WERE SEVERAL TSTMS OBSERVED ON RADAR S OF THE ARPT AND APCH CTL ALSO TOLD US ABOUT THEM. WE OBSERVED SOME RAIN ONLY OVER THE ARPT. WE WERE CLRED FOR THE ILS RWY 15 AFTER BEING VECTORED THROUGH THE FINAL APCH COURSE TO HELP US DSND TO PROPER ALT. THE RWY WAS IN SIGHT FROM ABOUT 15 MI OUT. THE APCH END OF THE RWY WAS CLR AND DRY AND RAIN WAS OBSERVED ABOUT 1/3 OF THE WAY DOWN THE RWY. WINDS WERE ISSUED FROM THE TWR AS 160 DEGS AT 15 KTS WITH WINDSHEAR ADVISORIES IN EFFECT. THE BOUNDARY WINDS GIVEN WERE NOT GREATER THAN 10 KTS FROM DIFFERENT DIRECTIONS. WE FLEW A 28 DEG FLAP APCH AT VREF SPD PLUS 20 KTS TO IMPROVE ACFT CAPABILITIES IN THE EVENT OF WINDSHEAR. WE ALSO SELECTED MEDIUM AUTO- BRAKES. WE TOUCHED DOWN AT ABOUT 1500 FT AT WHICH TIME THE SPOILERS CAME UP AND THE AUTO-BRAKES CAME ON. WE IMMEDIATELY THEN ROLLED INTO THE RAIN AND VISIBILITY DROPPED SIGNIFICANTLY. I MANUALLY STARTED BRAKING (KICKING OFF AUTO-BRAKES) USING MAX REVERSE THRUST TO GET THE ACFT STOPPED SINCE THE RWY REMAINING MARKERS WERE NOT VISIBLE. THE CAPT AND I BOTH NOTICED THE ACFT WAS NOT DECELERATING LIKE NORMAL AT WHICH TIME HE JOINED ME ON THE BRAKES AND REVERSERS. WE THEN SAW THE END OF THE RWY COMING UP AND WE WERE DOWN TO A NORMAL RWY TURNOFF SPD, SO THE CAPT USED NOSEWHEEL STEERING TO EXIT ON THE LAST TXWY. THE ACFT STARTED SKIDDING AND WE SKIDDED PAST THE LAST TXWY OFF THE RWY AND INTO THE GRASS. ONCE WE WERE OFF THE PAVEMENT WE NEVER STOPPED MOVING AND THE CAPT USED FORWARD THRUST TO KEEP US ROLLING BACK UP ON THE TXWY. WHEN WE WERE BACK UP ON THE TXWY WE CALLED FOR ASSISTANCE. THE PAX WERE DEPLANED AND THE ACFT TOWED TO THE GATE. 2 NOSEWHEEL TIRES AND 1 MAIN TIRE WAS CHANGED AND THE ACFT WAS FLYING AGAIN. THE RWY IN CHS HAS SOME KIND OF OVERLAY ON IT WHICH IS KNOWN TO BE SLIPPERY WHEN WET. I PERSONALLY THINK THAT THIS OVERLAY AND LARGE AMOUNTS OF RUBBER ON IT MAKE IT DANGEROUS WHEN LNDG DURING WET CONDITIONS. I HAVE NEVER SEEN AN AIRPLANE TAKE SO LONG TO STOP ON OTHER WET RWYS. SUPPLEMENTAL INFO FROM ACN 316256: FLT ADVISED OF LOW LEVEL WINDSHEAR ALERT WHEN ON 15 MI FINAL. WINDS WERE 160 DEGS 16 KTS. BOUNDARY WINDS WERE IN REASONABLE AND SAFE LIMITS. TWR WAS ASKED TO ADVISE OF ANY SIGNIFICANT CHANGES IN WIND. 28 DEG FLAP LNDG CHOSEN FOR INCREASED PERFORMANCE CAPABILITIES. AUTO- BRAKES MEDIUM. BUG SET TO VREF PLUS 20. CREW DISCUSSED BUG 20 AS MAX TO BE USED DEPENDING ON RIDE CONDITIONS. CLRED FOR AN ILS. SHOWER OBSERVED OVER THE FIELD, HOWEVER APCH END WAS DRY AND CLR. SHOWER WAS OBSERVED ON RADAR AND APPEARED NON-THREATENING. TOUCHDOWN WELL WITHIN TOUCHDOWN ZONE. AFTER TOUCHDOWN REVERSE WAS APPLIED AND AUTO-BRAKES APPEARED TO ENGAGE NORMALLY. ACFT UNDER CTL AND NORMAL BRAKES WERE APPLIED TO INCREASE BRAKING. ACFT ROLLED INTO THE RAIN, AN ESTIMATED 1/3 OF THE WAY DOWN THE RWY. AT THIS TIME ACFT DRIFTED TO R OF CTRLINE AND CREW NOTICED DECELERATION SLOWER THAN NORMAL. CREW APPLIED MAX BRAKING AND REVERSE CONSISTENT WITH ACFT CONTROLLABILITY. AS LAST TURNOFF APCH SPD APPEARED TO BE CONSISTENT WITH A TURN ONTO TXWY. AT THIS TIME, MAX BRAKING STILL BEING USED. L TURN CHOSEN DUE TO ACFT R OF CTRLINE WHICH WOULD MAKE TURN LESS OF AN ANGLE TO THE L. AS THE TURN WAS INITIATED ACFT BEGAN SKIDDING AND MISSED THE TURNOFF BY AN ESTIMATED 20-50 FT. ACFT WENT INTO GRASS WHICH APPEARED VERY SOFT. FORWARD THRUST APPLIED TO KEEP ACFT MOVING AND BRING IT TO PAVEMENT, TO AVOID SINKING INTO MUD AND CAUSING A MAJOR PROB. NOSEWHEEL COCKED OVER L UPON TRANSITIONING FROM GRASS TO PAVEMENT. ACFT WAS IMMEDIATELY STOPPED WITH ALL 3 GEAR ON PAVEMENT. EMER EVAC WAS DECIDED AGAINST AS ACFT WAS IN SAFE CONDITION. ASSISTANCE CALLED FOR AND GEAR PINS INSTALLED TO PREVENT AN INADVERTENT COLLAPSE. PAX DEPLANED OUT AFT AIRSTAIR WITHOUT INCIDENT AND TRANSPORTED TO TERMINAL IN VEHICLES. NO INJURIES. MAINT INSPECTED ACFT AND IT WAS TOWED TO THE GATE UNEVENTFULLY AND RETURNED TO SVC. I BELIEVE THAT THE FRESH RAIN ON THE RWY COMBINED WITH RWY SURFACE CONDITION CAUSED ENOUGH OF A PERFORMANCE DEGRADATION TO CAUSE THIS INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED TOUCHDOWN WAS AT VREF PLUS 10. MAX REVERSE WAS NOT USED UNTIL ENTERING RAIN. RAIN WAS A MODERATE NATURE. ACFT DAMAGE 2 TIRES REPLACED AND NOSEWHEEL DEFLECTOR.

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.