Narrative:

Flight into jac, wy, was normal. WX from AWOS at jac reported 400 ft overcast, 10 mi visibility, temperature 54 degrees, dewpoint 52 degrees, winds calm. Altimeter 30.38. The first officer was flying and briefed the ILS runway 18 approach. The procedure turn and approach were stabilized with flaps 40 degrees and autobrakes selected to 1 degree. The runway was sighted at 500 ft AGL. Touchdown was made at approximately 1200 ft and 135 KTS. A normal landing was made except the aircraft was not slowing down. The first officer overrode the autobrakes and increased reverse thrust. Maximum braking was applied approximately 100 ft from end of runway. The nosewheels exited the end of runway approximately 3 ft. The engines were shut down, gear pins installed, and the aircraft pushed back onto the runway. #2 engine was started and aircraft was taxied to jac ramp. The aircraft was inspected with no damage found. We believe that if we would have had a current field condition report from an ATC tower (jac no tower) or AWOS, it would have told us the runway was wet and we would have selected maximum autobrakes. Also, the runway is not grooved and was very slippery from water on the rubber deposits and paint markings. Supplemental information from acn 378926: the first officer was flying the aircraft so I was doing all the PNF duties. He decided to use flaps 40 degrees and autobrakes at minimum. The approach was stable and hand flown out of 12000 ft. The runway was sighted at approximately 500 ft AGL. The aircraft touched down at approximately 1200 ft at 135 KTS. The landing was normal except the aircraft did not immediately start to slow down. What we were not aware of until this very moment was that the runway was wet. The first officer overrode the autobrakes and increased reverse thrust. Maximum braking was used until the nosegear wheels exited the runway surface approximately 3 ft. The engines shut down, the landing gear were pinned, a mechanic inspected the nose gear. The aircraft was then pushed back onto the runway, #2 engine was started and we taxied to the jac ramp. I believe that if I would have had a current field condition report that this incident would probably not have occurred. If I would have known that the runway was wet, I would have had the first officer use maximum autobrakes and instructed him to make a firmer than normal landing. Nowhere was there information reporting rain at jac. Our final WX briefing in slc did not mention anything. AWOS did not mention anything. If jac had an operating tower, then ATC would have passed this information to us. I also believe that if the runway in jac was grooved, that most of the water would have drained off. 1 1/2 hours after we landed, the txwys still had standing water on them and the runway was still damp.

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Original NASA ASRS Text

Title: AN MLG LANDS AT JAC, WY, AND ROLLS OFF THE END OF THE RWY BECAUSE THE RWY WAS WET. THERE WAS NO INFO TO THE FLC THAT THE RWY BEING USED WAS WET. LNDG INFO CAME FROM AWOS.

Narrative: FLT INTO JAC, WY, WAS NORMAL. WX FROM AWOS AT JAC RPTED 400 FT OVCST, 10 MI VISIBILITY, TEMP 54 DEGS, DEWPOINT 52 DEGS, WINDS CALM. ALTIMETER 30.38. THE FO WAS FLYING AND BRIEFED THE ILS RWY 18 APCH. THE PROC TURN AND APCH WERE STABILIZED WITH FLAPS 40 DEGS AND AUTOBRAKES SELECTED TO 1 DEG. THE RWY WAS SIGHTED AT 500 FT AGL. TOUCHDOWN WAS MADE AT APPROX 1200 FT AND 135 KTS. A NORMAL LNDG WAS MADE EXCEPT THE ACFT WAS NOT SLOWING DOWN. THE FO OVERRODE THE AUTOBRAKES AND INCREASED REVERSE THRUST. MAX BRAKING WAS APPLIED APPROX 100 FT FROM END OF RWY. THE NOSEWHEELS EXITED THE END OF RWY APPROX 3 FT. THE ENGS WERE SHUT DOWN, GEAR PINS INSTALLED, AND THE ACFT PUSHED BACK ONTO THE RWY. #2 ENG WAS STARTED AND ACFT WAS TAXIED TO JAC RAMP. THE ACFT WAS INSPECTED WITH NO DAMAGE FOUND. WE BELIEVE THAT IF WE WOULD HAVE HAD A CURRENT FIELD CONDITION RPT FROM AN ATC TWR (JAC NO TWR) OR AWOS, IT WOULD HAVE TOLD US THE RWY WAS WET AND WE WOULD HAVE SELECTED MAX AUTOBRAKES. ALSO, THE RWY IS NOT GROOVED AND WAS VERY SLIPPERY FROM WATER ON THE RUBBER DEPOSITS AND PAINT MARKINGS. SUPPLEMENTAL INFO FROM ACN 378926: THE FO WAS FLYING THE ACFT SO I WAS DOING ALL THE PNF DUTIES. HE DECIDED TO USE FLAPS 40 DEGS AND AUTOBRAKES AT MINIMUM. THE APCH WAS STABLE AND HAND FLOWN OUT OF 12000 FT. THE RWY WAS SIGHTED AT APPROX 500 FT AGL. THE ACFT TOUCHED DOWN AT APPROX 1200 FT AT 135 KTS. THE LNDG WAS NORMAL EXCEPT THE ACFT DID NOT IMMEDIATELY START TO SLOW DOWN. WHAT WE WERE NOT AWARE OF UNTIL THIS VERY MOMENT WAS THAT THE RWY WAS WET. THE FO OVERRODE THE AUTOBRAKES AND INCREASED REVERSE THRUST. MAX BRAKING WAS USED UNTIL THE NOSEGEAR WHEELS EXITED THE RWY SURFACE APPROX 3 FT. THE ENGS SHUT DOWN, THE LNDG GEAR WERE PINNED, A MECH INSPECTED THE NOSE GEAR. THE ACFT WAS THEN PUSHED BACK ONTO THE RWY, #2 ENG WAS STARTED AND WE TAXIED TO THE JAC RAMP. I BELIEVE THAT IF I WOULD HAVE HAD A CURRENT FIELD CONDITION RPT THAT THIS INCIDENT WOULD PROBABLY NOT HAVE OCCURRED. IF I WOULD HAVE KNOWN THAT THE RWY WAS WET, I WOULD HAVE HAD THE FO USE MAX AUTOBRAKES AND INSTRUCTED HIM TO MAKE A FIRMER THAN NORMAL LNDG. NOWHERE WAS THERE INFO RPTING RAIN AT JAC. OUR FINAL WX BRIEFING IN SLC DID NOT MENTION ANYTHING. AWOS DID NOT MENTION ANYTHING. IF JAC HAD AN OPERATING TWR, THEN ATC WOULD HAVE PASSED THIS INFO TO US. I ALSO BELIEVE THAT IF THE RWY IN JAC WAS GROOVED, THAT MOST OF THE WATER WOULD HAVE DRAINED OFF. 1 1/2 HRS AFTER WE LANDED, THE TXWYS STILL HAD STANDING WATER ON THEM AND THE RWY WAS STILL DAMP.

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.