Narrative:

Approaching gander international airport, the ATIS information reported winds 165 degrees at 10 KTS, visibility 2 1/2 mi, rain, broken clouds at 300 ft, overcast 1200 ft, altimeter 29.62, runway 4 in use. A vector of 170 degrees was given to approach runway 22 and then we were advised of the approach lights OTS and a new vector to intercept the localizer runway 4. I calculated the tailwind of 10 KTS and the runway component which was 2 KTS. The landing weight was 249000 pounds. The maximum landing weight for that runway (wet) was 255400 pounds. The penalty for tailwind was 3200 pounds per tailwind KT, putting me at a maximum landing weight with flaps 35 degrees. The use of flaps 50 degrees is labeled on the airplane for 'emergency use only' and I did not consider that as an emergency -- only a maximum landing weight. When I had the runway in sight, it was almost at the minimums. We called the runway in sight, got the landing clearance, and a new wind of 190 degrees at 10 KTS. At that moment, I realized the heavy rain and more tailwind when I was committed to land. At touchdown, we selected the flaps to the full down position (50 degrees). When I pressed the brakes, I felt no action nor reaction. There was a lot of slush on the runway. Quickly, I noticed that the aircraft was in a hydroplaning situation. The aircraft started to slow down at a very slow rate and I had very little control. Gander international had a NOTAM of the last 1020 ft of runway 4 closed. All the landing numbers were predicated with that restr. At the restr end there was some barricades and with the thrust air coming out of the reverser, we blew 4 of the barricades. The aircraft was never in contact with the barricades or anything else. The aircraft suffered no damages at all nor did the barricades. After maintenance inspection to the aircraft, we started the engines and taxied back to the ramp. Flight continued to spain as planned. The ATC controller and the tower controller failed to advise me of the heavy rain, the change of wind, and the slush on runway 4.

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Original NASA ASRS Text

Title: A DC8-63 CARGO PIC PERFORMS AN OVERWT LNDG DURING INCLEMENT WX AFTER BREAKING OUT OF A 300 FT OVCST AT CYQX, NF.

Narrative: APCHING GANDER INTL ARPT, THE ATIS INFO RPTED WINDS 165 DEGS AT 10 KTS, VISIBILITY 2 1/2 MI, RAIN, BROKEN CLOUDS AT 300 FT, OVCST 1200 FT, ALTIMETER 29.62, RWY 4 IN USE. A VECTOR OF 170 DEGS WAS GIVEN TO APCH RWY 22 AND THEN WE WERE ADVISED OF THE APCH LIGHTS OTS AND A NEW VECTOR TO INTERCEPT THE LOC RWY 4. I CALCULATED THE TAILWIND OF 10 KTS AND THE RWY COMPONENT WHICH WAS 2 KTS. THE LNDG WT WAS 249000 LBS. THE MAX LNDG WT FOR THAT RWY (WET) WAS 255400 LBS. THE PENALTY FOR TAILWIND WAS 3200 LBS PER TAILWIND KT, PUTTING ME AT A MAX LNDG WT WITH FLAPS 35 DEGS. THE USE OF FLAPS 50 DEGS IS LABELED ON THE AIRPLANE FOR 'EMER USE ONLY' AND I DID NOT CONSIDER THAT AS AN EMER -- ONLY A MAX LNDG WT. WHEN I HAD THE RWY IN SIGHT, IT WAS ALMOST AT THE MINIMUMS. WE CALLED THE RWY IN SIGHT, GOT THE LNDG CLRNC, AND A NEW WIND OF 190 DEGS AT 10 KTS. AT THAT MOMENT, I REALIZED THE HVY RAIN AND MORE TAILWIND WHEN I WAS COMMITTED TO LAND. AT TOUCHDOWN, WE SELECTED THE FLAPS TO THE FULL DOWN POS (50 DEGS). WHEN I PRESSED THE BRAKES, I FELT NO ACTION NOR REACTION. THERE WAS A LOT OF SLUSH ON THE RWY. QUICKLY, I NOTICED THAT THE ACFT WAS IN A HYDROPLANING SIT. THE ACFT STARTED TO SLOW DOWN AT A VERY SLOW RATE AND I HAD VERY LITTLE CTL. GANDER INTL HAD A NOTAM OF THE LAST 1020 FT OF RWY 4 CLOSED. ALL THE LNDG NUMBERS WERE PREDICATED WITH THAT RESTR. AT THE RESTR END THERE WAS SOME BARRICADES AND WITH THE THRUST AIR COMING OUT OF THE REVERSER, WE BLEW 4 OF THE BARRICADES. THE ACFT WAS NEVER IN CONTACT WITH THE BARRICADES OR ANYTHING ELSE. THE ACFT SUFFERED NO DAMAGES AT ALL NOR DID THE BARRICADES. AFTER MAINT INSPECTION TO THE ACFT, WE STARTED THE ENGS AND TAXIED BACK TO THE RAMP. FLT CONTINUED TO SPAIN AS PLANNED. THE ATC CTLR AND THE TWR CTLR FAILED TO ADVISE ME OF THE HVY RAIN, THE CHANGE OF WIND, AND THE SLUSH ON RWY 4.

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.