Narrative:

We had a series of 3 wind checks by the captain on final. The latest being 220 degrees at 4 KTS. The 300-400 ft range the speed was vref +5 KTS and slowing. The captain stated that he was going to be slightly low due to the short runway. At 50-75 ft the speed was vref and the VASI was red over pink. The captain pulled the power to idle and I placed my hand on the speed brake switch. We touched down on the numbers firmly, at first touchdown I deployed the speed brakes and verified the light. The nose of the aircraft came down and the aircraft was decelerating about 1/2 way down the runway, the aircraft deceleration released and the captain stated that we were hydroplaning and he had no brakes. I could tell he was pumping and also trying steady pressure because the initial pressure would cause momentary deceleration. At this time, a GA was mentioned and we agreed that we could not make it. When the go around was mentioned I selected flaps to the approach mode. The aircraft decelerated slightly after this point. Approximately the touchdown zone on the other end the PF said 'help,' I applied brakes also and we continued between the runway lights and swerved left in order to miss the approach lighting system. When the aircraft came to a stop, the PF shut down the engines and I did the instinctive after landing items, flaps, fans, and I think speed brakes and trim. The captain said 'let's get out of here.' we went to the cabin and gathered our headsets and briefcases and exited the aircraft. We went to the terminal and notified the FAA, gathered our thoughts and went back to the aircraft to check for damage. The line service had,, at this point, had a truck and tow bar on the aircraft trying to remove it from the mud. Line service had also been inside the aircraft. I entered the aircraft in order to get the keys, shut the door and locked it. Gave the keys to line service to give to the general manager. We waited for an FAA inspector and walked around the aircraft and runway area to look for a damage. The captain and I then went to the shawnee mission medical center to take a voluntary drug and alcohol screening. Both tests came back negative. I believe that the cause of the incident was due to hydroplaning of the aircraft. The runway is a short 4099 ft with a slight incline to the north. I know that the citation 500 has a skid indicator that will vibrate the rudder pedals if it detects a skidding situation. We did not get any sort of warning from this system. I do feel that a go around may have been executed immediately if we would have had this indication. We have now evaluated our company procedures for dealing with all runways less than 5000 ft. The new policy is to initiate an immediate go around if normal braking is not achieved within 5 seconds after touchdown. We have now gone out, on a longer runway, and trained for this exact situation in order to prevent this situation in the future. Supplemental information from acn 523538: I called for wind checks 3 separate times on the approach and winds were nothing more than 6-8 KTS from the wsw. Our last wind check was 220 degrees at 4 KT. I made a firm touchdown and noticed that the aircraft was hydroplaning due to the lack of normal braking.

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Original NASA ASRS Text

Title: A C500 CPR JET EXPERIENCES A CASE OF HYDROPLANING ON A WET RWY AND SLIDES OFF THE END OF THE RWY AT OJC, KS.

Narrative: WE HAD A SERIES OF 3 WIND CHKS BY THE CAPT ON FINAL. THE LATEST BEING 220 DEGS AT 4 KTS. THE 300-400 FT RANGE THE SPD WAS VREF +5 KTS AND SLOWING. THE CAPT STATED THAT HE WAS GOING TO BE SLIGHTLY LOW DUE TO THE SHORT RWY. AT 50-75 FT THE SPD WAS VREF AND THE VASI WAS RED OVER PINK. THE CAPT PULLED THE PWR TO IDLE AND I PLACED MY HAND ON THE SPD BRAKE SWITCH. WE TOUCHED DOWN ON THE NUMBERS FIRMLY, AT FIRST TOUCHDOWN I DEPLOYED THE SPD BRAKES AND VERIFIED THE LIGHT. THE NOSE OF THE ACFT CAME DOWN AND THE ACFT WAS DECELERATING ABOUT 1/2 WAY DOWN THE RWY, THE ACFT DECELERATION RELEASED AND THE CAPT STATED THAT WE WERE HYDROPLANING AND HE HAD NO BRAKES. I COULD TELL HE WAS PUMPING AND ALSO TRYING STEADY PRESSURE BECAUSE THE INITIAL PRESSURE WOULD CAUSE MOMENTARY DECELERATION. AT THIS TIME, A GA WAS MENTIONED AND WE AGREED THAT WE COULD NOT MAKE IT. WHEN THE GAR WAS MENTIONED I SELECTED FLAPS TO THE APCH MODE. THE ACFT DECELERATED SLIGHTLY AFTER THIS POINT. APPROX THE TOUCHDOWN ZONE ON THE OTHER END THE PF SAID 'HELP,' I APPLIED BRAKES ALSO AND WE CONTINUED BTWN THE RWY LIGHTS AND SWERVED L IN ORDER TO MISS THE APCH LIGHTING SYS. WHEN THE ACFT CAME TO A STOP, THE PF SHUT DOWN THE ENGS AND I DID THE INSTINCTIVE AFTER LNDG ITEMS, FLAPS, FANS, AND I THINK SPD BRAKES AND TRIM. THE CAPT SAID 'LET'S GET OUT OF HERE.' WE WENT TO THE CABIN AND GATHERED OUR HEADSETS AND BRIEFCASES AND EXITED THE ACFT. WE WENT TO THE TERMINAL AND NOTIFIED THE FAA, GATHERED OUR THOUGHTS AND WENT BACK TO THE ACFT TO CHK FOR DAMAGE. THE LINE SVC HAD,, AT THIS POINT, HAD A TRUCK AND TOW BAR ON THE ACFT TRYING TO REMOVE IT FROM THE MUD. LINE SVC HAD ALSO BEEN INSIDE THE ACFT. I ENTERED THE ACFT IN ORDER TO GET THE KEYS, SHUT THE DOOR AND LOCKED IT. GAVE THE KEYS TO LINE SVC TO GIVE TO THE GENERAL MGR. WE WAITED FOR AN FAA INSPECTOR AND WALKED AROUND THE ACFT AND RWY AREA TO LOOK FOR A DAMAGE. THE CAPT AND I THEN WENT TO THE SHAWNEE MISSION MEDICAL CENTER TO TAKE A VOLUNTARY DRUG AND ALCOHOL SCREENING. BOTH TESTS CAME BACK NEGATIVE. I BELIEVE THAT THE CAUSE OF THE INCIDENT WAS DUE TO HYDROPLANING OF THE ACFT. THE RWY IS A SHORT 4099 FT WITH A SLIGHT INCLINE TO THE N. I KNOW THAT THE CITATION 500 HAS A SKID INDICATOR THAT WILL VIBRATE THE RUDDER PEDALS IF IT DETECTS A SKIDDING SIT. WE DID NOT GET ANY SORT OF WARNING FROM THIS SYS. I DO FEEL THAT A GAR MAY HAVE BEEN EXECUTED IMMEDIATELY IF WE WOULD HAVE HAD THIS INDICATION. WE HAVE NOW EVALUATED OUR COMPANY PROCS FOR DEALING WITH ALL RWYS LESS THAN 5000 FT. THE NEW POLICY IS TO INITIATE AN IMMEDIATE GAR IF NORMAL BRAKING IS NOT ACHIEVED WITHIN 5 SECONDS AFTER TOUCHDOWN. WE HAVE NOW GONE OUT, ON A LONGER RWY, AND TRAINED FOR THIS EXACT SIT IN ORDER TO PREVENT THIS SIT IN THE FUTURE. SUPPLEMENTAL INFO FROM ACN 523538: I CALLED FOR WIND CHKS 3 SEPARATE TIMES ON THE APCH AND WINDS WERE NOTHING MORE THAN 6-8 KTS FROM THE WSW. OUR LAST WIND CHK WAS 220 DEGS AT 4 KT. I MADE A FIRM TOUCHDOWN AND NOTICED THAT THE ACFT WAS HYDROPLANING DUE TO THE LACK OF NORMAL BRAKING.

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.