Narrative:

On a scheduled flight from new orleans to atl, we began our ILS approach after holding for approximately 40 mins. At around 10 mi we encountered a 20 KT loss in airspeed followed by a 40 KT gain in airspeed. The first officer was flying the approach, and I suggested we carry about 20 extra KTS and don't let the power get below 1.2 EPR on the approach. ATIS had called the ceiling at 2200 ft, but we did not break out until 400 ft AGL. We were in position to land (on and on) so we continued the approach. Tower cleared us to land on short final but did not give us the winds. As the first officer began his flare we were about 25 KTS above bug. He was trying to let the speed bleed off but didn't want to bring the engines to idle. It felt as though we had a tailwind during the flare. The aircraft touched down about 3000 ft down the runway. (Runway 9R is 9000 ft long.) the first officer selected reverse thrust and began braking. There was a great deal of standing water on the runway and it was raining very hard. The aircraft did not seem to be slowing down, so I began to apply more brake pressure and more reverse thrust. I could feel the anti- skid system continually release and reapply the brakes. I increased the reverse thrust to the point of compressor stalls. The brakes were of little effect as the aircraft hydroplaned off the end of the runway. We stopped 100 ft off the end. If I had known of a tailwind I would have executed a go around. Tower winds were reported to be 300 degrees at 26 KTS 5 mins after our landing. I should have requested a wind check after our landing clearance.

Related reports:

Google
 

Original NASA ASRS Text

Title: FLC OF AN MLG LOST CTL OF THE ACFT DURING LNDG, RESULTING IN GOING OFF THE END OF THE RWY.

Narrative: ON A SCHEDULED FLT FROM NEW ORLEANS TO ATL, WE BEGAN OUR ILS APCH AFTER HOLDING FOR APPROX 40 MINS. AT AROUND 10 MI WE ENCOUNTERED A 20 KT LOSS IN AIRSPD FOLLOWED BY A 40 KT GAIN IN AIRSPD. THE FO WAS FLYING THE APCH, AND I SUGGESTED WE CARRY ABOUT 20 EXTRA KTS AND DON'T LET THE PWR GET BELOW 1.2 EPR ON THE APCH. ATIS HAD CALLED THE CEILING AT 2200 FT, BUT WE DID NOT BREAK OUT UNTIL 400 FT AGL. WE WERE IN POS TO LAND (ON AND ON) SO WE CONTINUED THE APCH. TWR CLRED US TO LAND ON SHORT FINAL BUT DID NOT GIVE US THE WINDS. AS THE FO BEGAN HIS FLARE WE WERE ABOUT 25 KTS ABOVE BUG. HE WAS TRYING TO LET THE SPD BLEED OFF BUT DIDN'T WANT TO BRING THE ENGS TO IDLE. IT FELT AS THOUGH WE HAD A TAILWIND DURING THE FLARE. THE ACFT TOUCHED DOWN ABOUT 3000 FT DOWN THE RWY. (RWY 9R IS 9000 FT LONG.) THE FO SELECTED REVERSE THRUST AND BEGAN BRAKING. THERE WAS A GREAT DEAL OF STANDING WATER ON THE RWY AND IT WAS RAINING VERY HARD. THE ACFT DID NOT SEEM TO BE SLOWING DOWN, SO I BEGAN TO APPLY MORE BRAKE PRESSURE AND MORE REVERSE THRUST. I COULD FEEL THE ANTI- SKID SYS CONTINUALLY RELEASE AND REAPPLY THE BRAKES. I INCREASED THE REVERSE THRUST TO THE POINT OF COMPRESSOR STALLS. THE BRAKES WERE OF LITTLE EFFECT AS THE ACFT HYDROPLANED OFF THE END OF THE RWY. WE STOPPED 100 FT OFF THE END. IF I HAD KNOWN OF A TAILWIND I WOULD HAVE EXECUTED A GAR. TWR WINDS WERE RPTED TO BE 300 DEGS AT 26 KTS 5 MINS AFTER OUR LNDG. I SHOULD HAVE REQUESTED A WIND CHK AFTER OUR LNDG CLRNC.

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.