Narrative:

Ord tower issued us a landing clearance to runway 4R with a remark to 'roll to the end.' we landed on speed in the touchdown zone following a stabilized approach. The runway was wet and the wind was calm. As PF, I initiated reverse thrust shortly after touchdown. The spoilers deployed and we began to decelerate. I began to apply brakes in anticipation of our exit onto taxiway D at the end of runway 4R. The captain called out '80 KTS.' I stowed the reversers and a positive xfer of control was made to the captain. I then called out '60 KTS.' at some point after the 60-KT call, the brakes became ineffective. I got up on the brakes with the captain and applied full brake pressure to no effect. The nosewheel and left main departed the prepared surface, with the left main coming to rest in the grass and the nosewheel in the overrun of runway 4R. We started the APU, shut down both engines and secured the aircraft with the parking checklist. We kept the passenger on board until airstairs were brought for them to deplane. There were no injuries. I believe we got into a situation of viscous hydroplaning on the last 1/3 of the runway. Braking was good on the first 2/3 of runway 4R, and essentially nil on the last 1/3. A thunderstorm had recently passed over the airport. The water on the runway coupled with rubber deposits and the painted threshold led to decreased braking effectiveness. I suggest that when runway 4R is wet, ord tower instruct aircraft to turn at taxiway Q instead of the end. That way, the aircraft may brake in an area where there is not as much rubber deposits or paint. There would also be runway remaining if the aircraft began to slide just before the planned exit.

Google
 

Original NASA ASRS Text

Title: A B737-300 SLIDES OFF THE END OF RWY 4R DURING A ROLLOUT TO THE END AT ORD, IL.

Narrative: ORD TWR ISSUED US A LNDG CLRNC TO RWY 4R WITH A REMARK TO 'ROLL TO THE END.' WE LANDED ON SPD IN THE TOUCHDOWN ZONE FOLLOWING A STABILIZED APCH. THE RWY WAS WET AND THE WIND WAS CALM. AS PF, I INITIATED REVERSE THRUST SHORTLY AFTER TOUCHDOWN. THE SPOILERS DEPLOYED AND WE BEGAN TO DECELERATE. I BEGAN TO APPLY BRAKES IN ANTICIPATION OF OUR EXIT ONTO TXWY D AT THE END OF RWY 4R. THE CAPT CALLED OUT '80 KTS.' I STOWED THE REVERSERS AND A POSITIVE XFER OF CTL WAS MADE TO THE CAPT. I THEN CALLED OUT '60 KTS.' AT SOME POINT AFTER THE 60-KT CALL, THE BRAKES BECAME INEFFECTIVE. I GOT UP ON THE BRAKES WITH THE CAPT AND APPLIED FULL BRAKE PRESSURE TO NO EFFECT. THE NOSEWHEEL AND L MAIN DEPARTED THE PREPARED SURFACE, WITH THE L MAIN COMING TO REST IN THE GRASS AND THE NOSEWHEEL IN THE OVERRUN OF RWY 4R. WE STARTED THE APU, SHUT DOWN BOTH ENGS AND SECURED THE ACFT WITH THE PARKING CHKLIST. WE KEPT THE PAX ON BOARD UNTIL AIRSTAIRS WERE BROUGHT FOR THEM TO DEPLANE. THERE WERE NO INJURIES. I BELIEVE WE GOT INTO A SIT OF VISCOUS HYDROPLANING ON THE LAST 1/3 OF THE RWY. BRAKING WAS GOOD ON THE FIRST 2/3 OF RWY 4R, AND ESSENTIALLY NIL ON THE LAST 1/3. A TSTM HAD RECENTLY PASSED OVER THE ARPT. THE WATER ON THE RWY COUPLED WITH RUBBER DEPOSITS AND THE PAINTED THRESHOLD LED TO DECREASED BRAKING EFFECTIVENESS. I SUGGEST THAT WHEN RWY 4R IS WET, ORD TWR INSTRUCT ACFT TO TURN AT TXWY Q INSTEAD OF THE END. THAT WAY, THE ACFT MAY BRAKE IN AN AREA WHERE THERE IS NOT AS MUCH RUBBER DEPOSITS OR PAINT. THERE WOULD ALSO BE RWY REMAINING IF THE ACFT BEGAN TO SLIDE JUST BEFORE THE PLANNED EXIT.

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.