Narrative:

We were painting a thunderstorm cell northwest of paducah airfield on the radar. We conferred with ZME as to its direction and would we be able to land before it arrived at the airport? They said that the cell was moving southeast, and that we should be able to land before it arrived. They advised me that it would be an ILS 4 approach and how close could I take the turn on? I advised them that as close as he could to the OM would be fine. Approximately 10 mi out from the OM we were still VFR however the ceilings were lowering, approximately 5 mi out from the OM we encountered heavy rain and moderate turbulence. We were turned onto the ILS approximately 3 mi out from the OM and told to maintain 2500 ft until established, cleared for the approach. Then stabilized in the correct confign with the airspeed at 140 KTS. DH on the approach is 610 ft with a visibility requirement of 1/2 mi. At approximately 800 ft the first officer called runway in site and I stated that I was going visual. I could see the approach lights and approximately 3000 ft of runway. I called for full flaps. Tower advised me that wind was 340 with gusts to 22 KTS, and that visibility was 3/4 mi. My speed at this time was approximately 125 KTS (ie, vref + 10/15). Touchdown was smooth and speed was 107 KTS. Allowing for gusts and some float during the flare I would estimate that the touchdown point was approximately 2000-2500 ft down the runway, allowing me 3000-4000 ft to stop the aircraft. The aircraft yawed to the left and slid sideways toward the right side of the runway. The aircraft was aquaplaning. With the use of differential reverse I was able to arrest the slide off the runway. However with approximately 1000 ft of runway remaining there was still no braking whatsoever. I estimate that the aircraft speed was less than 50 KTS when it left the runway in a controled state, and eventually came to rest on the mud off the end of the runway. I advised the tower that there was no apparent damage and that there were no injuries to the passenger, and that we would need some assistance to take the passenger off the aircraft. I then called for an after landing checklist, followed by the engine shut down checklist. The crash crew were promptly on the scene and after 10 mins or so transportation arrived for the passenger. In conclusion: this was a normal approach with the aircraft correctly configured as per the gom. At no time did we deviate from the gom or far's. Touchdown was normal, but thereafter the aircraft started to aquaplane. This was later confirmed by evidence of reverted rubber hydroplaning on the 4 main tires. The runway has just recently within the last 10 days been resealed, with the white lining done in the last 3 days. After the incident whilst walking the runway, the surface was found to still be very slippery. During the approach there were no reports of standing water or braking action given by the tower. A subsequent maintenance inspection of the aircraft reported no damage to the airframe, engines, propellers, or landing gear. Only the tires which had clear evidence of hydroplaning.

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Original NASA ASRS Text

Title: COMMUTER SMT RWY EXCURSION. ACFT SLID OFF THE END OF THE RWY IN HEAVY RAIN.

Narrative: WE WERE PAINTING A TSTM CELL NW OF PADUCAH AIRFIELD ON THE RADAR. WE CONFERRED WITH ZME AS TO ITS DIRECTION AND WOULD WE BE ABLE TO LAND BEFORE IT ARRIVED AT THE ARPT? THEY SAID THAT THE CELL WAS MOVING SE, AND THAT WE SHOULD BE ABLE TO LAND BEFORE IT ARRIVED. THEY ADVISED ME THAT IT WOULD BE AN ILS 4 APCH AND HOW CLOSE COULD I TAKE THE TURN ON? I ADVISED THEM THAT AS CLOSE AS HE COULD TO THE OM WOULD BE FINE. APPROX 10 MI OUT FROM THE OM WE WERE STILL VFR HOWEVER THE CEILINGS WERE LOWERING, APPROX 5 MI OUT FROM THE OM WE ENCOUNTERED HEAVY RAIN AND MODERATE TURB. WE WERE TURNED ONTO THE ILS APPROX 3 MI OUT FROM THE OM AND TOLD TO MAINTAIN 2500 FT UNTIL ESTABLISHED, CLRED FOR THE APCH. THEN STABILIZED IN THE CORRECT CONFIGN WITH THE AIRSPD AT 140 KTS. DH ON THE APCH IS 610 FT WITH A VIS REQUIREMENT OF 1/2 MI. AT APPROX 800 FT THE F/O CALLED RWY IN SITE AND I STATED THAT I WAS GOING VISUAL. I COULD SEE THE APCH LIGHTS AND APPROX 3000 FT OF RWY. I CALLED FOR FULL FLAPS. TWR ADVISED ME THAT WIND WAS 340 WITH GUSTS TO 22 KTS, AND THAT VIS WAS 3/4 MI. MY SPD AT THIS TIME WAS APPROX 125 KTS (IE, VREF + 10/15). TOUCHDOWN WAS SMOOTH AND SPD WAS 107 KTS. ALLOWING FOR GUSTS AND SOME FLOAT DURING THE FLARE I WOULD ESTIMATE THAT THE TOUCHDOWN POINT WAS APPROX 2000-2500 FT DOWN THE RWY, ALLOWING ME 3000-4000 FT TO STOP THE ACFT. THE ACFT YAWED TO THE LEFT AND SLID SIDEWAYS TOWARD THE RIGHT SIDE OF THE RWY. THE ACFT WAS AQUAPLANING. WITH THE USE OF DIFFERENTIAL REVERSE I WAS ABLE TO ARREST THE SLIDE OFF THE RWY. HOWEVER WITH APPROX 1000 FT OF RWY REMAINING THERE WAS STILL NO BRAKING WHATSOEVER. I ESTIMATE THAT THE ACFT SPD WAS LESS THAN 50 KTS WHEN IT LEFT THE RWY IN A CTLED STATE, AND EVENTUALLY CAME TO REST ON THE MUD OFF THE END OF THE RWY. I ADVISED THE TWR THAT THERE WAS NO APPARENT DAMAGE AND THAT THERE WERE NO INJURIES TO THE PAX, AND THAT WE WOULD NEED SOME ASSISTANCE TO TAKE THE PAX OFF THE ACFT. I THEN CALLED FOR AN AFTER LNDG CHKLIST, FOLLOWED BY THE ENG SHUT DOWN CHKLIST. THE CRASH CREW WERE PROMPTLY ON THE SCENE AND AFTER 10 MINS OR SO TRANSPORTATION ARRIVED FOR THE PAX. IN CONCLUSION: THIS WAS A NORMAL APCH WITH THE ACFT CORRECTLY CONFIGURED AS PER THE GOM. AT NO TIME DID WE DEVIATE FROM THE GOM OR FAR'S. TOUCHDOWN WAS NORMAL, BUT THEREAFTER THE ACFT STARTED TO AQUAPLANE. THIS WAS LATER CONFIRMED BY EVIDENCE OF REVERTED RUBBER HYDROPLANING ON THE 4 MAIN TIRES. THE RWY HAS JUST RECENTLY WITHIN THE LAST 10 DAYS BEEN RESEALED, WITH THE WHITE LINING DONE IN THE LAST 3 DAYS. AFTER THE INCIDENT WHILST WALKING THE RWY, THE SURFACE WAS FOUND TO STILL BE VERY SLIPPERY. DURING THE APCH THERE WERE NO RPTS OF STANDING WATER OR BRAKING ACTION GIVEN BY THE TWR. A SUBSEQUENT MAINT INSPECTION OF THE ACFT RPTED NO DAMAGE TO THE AIRFRAME, ENGS, PROPS, OR LNDG GEAR. ONLY THE TIRES WHICH HAD CLEAR EVIDENCE OF HYDROPLANING.

Data retrieved from NASA's ASRS site as of August 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.