Narrative:

WX at biv was reported: wind 150 degrees at 09 KTS, visibility 4 mi and light rain, ceiling overcast at 600 ft, temperature 17 degrees C, dewpoint 17 degrees, altimeter 30.07, remarks ceiling variable 400-900 ft. WX was received while vectored for ILS runway 26 at biv. The sic was the PF. The approach was normal and touchdown occurred within the first 1000 ft of runway. Air brakes and thrust reversers were deployed. Braking was good until moments later when the anti-skid brakes rendered no braking. The aircraft at this time was too slow to execute a go around. Then, the brakes were intermittent and it appeared the aircraft would stop. With 1000 ft of runway left 'brakes 1' once again had no effect and 'brakes 2' were selected slowing the aircraft. However, the aircraft had not slowed enough to make the 90 degree turn at the end of the runway and ran off the right side less than 25 ft into the grass and ending on the run-up pad. After debriefing we drove out and observed standing water on the runway leading us to believe this event took place due to hydroplaning, however, to be sure the brakes had not malfunctioned I immediately reported this to my company. The director of maintenance and the maintenance shift supervisor of my company inspected the brakes and concluded they had not malfunctioned returning the aircraft to service. The sic flying the aircraft has more than 300 hours in type and has always shown professional performance of skill and knowledge. The sic had more than 50 hours of flight time in this particular aircraft and myself, the PIC, had 2 hours prior to this flight. Balance field length and landing distances were calculated before departure showing the aircraft was able to stop with 1000 ft of runway remaining. I believe the crew of this flight followed procedures accordingly and I commend the sic for his performance.

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Original NASA ASRS Text

Title: LTT ACFT WENT OFF END OF RWY AFTER LNDG PARTLY DUE TO STANDING WATER AND ANTI-SKID BRAKE RELEASES. NO DAMAGE.

Narrative: WX AT BIV WAS RPTED: WIND 150 DEGS AT 09 KTS, VISIBILITY 4 MI AND LIGHT RAIN, CEILING OVCST AT 600 FT, TEMP 17 DEGS C, DEWPOINT 17 DEGS, ALTIMETER 30.07, REMARKS CEILING VARIABLE 400-900 FT. WX WAS RECEIVED WHILE VECTORED FOR ILS RWY 26 AT BIV. THE SIC WAS THE PF. THE APCH WAS NORMAL AND TOUCHDOWN OCCURRED WITHIN THE FIRST 1000 FT OF RWY. AIR BRAKES AND THRUST REVERSERS WERE DEPLOYED. BRAKING WAS GOOD UNTIL MOMENTS LATER WHEN THE ANTI-SKID BRAKES RENDERED NO BRAKING. THE ACFT AT THIS TIME WAS TOO SLOW TO EXECUTE A GAR. THEN, THE BRAKES WERE INTERMITTENT AND IT APPEARED THE ACFT WOULD STOP. WITH 1000 FT OF RWY LEFT 'BRAKES 1' ONCE AGAIN HAD NO EFFECT AND 'BRAKES 2' WERE SELECTED SLOWING THE ACFT. HOWEVER, THE ACFT HAD NOT SLOWED ENOUGH TO MAKE THE 90 DEG TURN AT THE END OF THE RWY AND RAN OFF THE R SIDE LESS THAN 25 FT INTO THE GRASS AND ENDING ON THE RUN-UP PAD. AFTER DEBRIEFING WE DROVE OUT AND OBSERVED STANDING WATER ON THE RWY LEADING US TO BELIEVE THIS EVENT TOOK PLACE DUE TO HYDROPLANING, HOWEVER, TO BE SURE THE BRAKES HAD NOT MALFUNCTIONED I IMMEDIATELY RPTED THIS TO MY COMPANY. THE DIRECTOR OF MAINT AND THE MAINT SHIFT SUPVR OF MY COMPANY INSPECTED THE BRAKES AND CONCLUDED THEY HAD NOT MALFUNCTIONED RETURNING THE ACFT TO SVC. THE SIC FLYING THE ACFT HAS MORE THAN 300 HRS IN TYPE AND HAS ALWAYS SHOWN PROFESSIONAL PERFORMANCE OF SKILL AND KNOWLEDGE. THE SIC HAD MORE THAN 50 HRS OF FLT TIME IN THIS PARTICULAR ACFT AND MYSELF, THE PIC, HAD 2 HRS PRIOR TO THIS FLT. BALANCE FIELD LENGTH AND LNDG DISTANCES WERE CALCULATED BEFORE DEP SHOWING THE ACFT WAS ABLE TO STOP WITH 1000 FT OF RWY REMAINING. I BELIEVE THE CREW OF THIS FLT FOLLOWED PROCS ACCORDINGLY AND I COMMEND THE SIC FOR HIS PERFORMANCE.

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.