Narrative:

ATIS reported variable wind at 6 KTS, later at 090 degrees/6 KTS and later at 060 degrees/11 KTS. Pdk was using ILS runway 20L. After a normal touchdown, I discovered the brakes were ineffective. There was a lot of standing water on the runway and the tailwind wasn't reported until shortly before landing. After I noticed the brakes were not working well because of hydroplaning, I gave a full 100% of available reverse thrust. After touchdown we always pop out reverser and add about 70% reverse, as soon as I noticed hydroplaning I immediately added more reverse. We stopped 1 inch from the end of the runway. Everything was fine, but it could have led to a bad situation. We turned off runway, no problem. The runway surface has several dips that hold excess water. The smallest amount of rain is very hazardous. Supplemental information from acn 487169: low time captain flew ILS runway 20L at pdk. Captain stated he would make a greaser due to wet runway. Captain flew good ILS and broke out about 500 ft AGL. He stayed high until I told him he was too high. He then started down and touchdown almost 1/2 way down runway. He went into maximum reverse but not very hard on brakes. At about the last 1000 ft, I literally stood on the brakes and we stopped with the nosewheel about 12-18 inches off the runway. From the sic seat I stayed in maximum reverse and backed the aircraft fully onto the runway and he taxied to the ramp. Captain got out of aircraft, disposed of passenger and went home. I examined aircraft and could not find any damage. ATC had no remarks.

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Original NASA ASRS Text

Title: AN ASTRA 1125 CPR FLC HAS A NEAR RWY EXCURSION DURING A LNDG ON A WET RWY AT PDK, GA.

Narrative: ATIS RPTED VARIABLE WIND AT 6 KTS, LATER AT 090 DEGS/6 KTS AND LATER AT 060 DEGS/11 KTS. PDK WAS USING ILS RWY 20L. AFTER A NORMAL TOUCHDOWN, I DISCOVERED THE BRAKES WERE INEFFECTIVE. THERE WAS A LOT OF STANDING WATER ON THE RWY AND THE TAILWIND WASN'T RPTED UNTIL SHORTLY BEFORE LNDG. AFTER I NOTICED THE BRAKES WERE NOT WORKING WELL BECAUSE OF HYDROPLANING, I GAVE A FULL 100% OF AVAILABLE REVERSE THRUST. AFTER TOUCHDOWN WE ALWAYS POP OUT REVERSER AND ADD ABOUT 70% REVERSE, AS SOON AS I NOTICED HYDROPLANING I IMMEDIATELY ADDED MORE REVERSE. WE STOPPED 1 INCH FROM THE END OF THE RWY. EVERYTHING WAS FINE, BUT IT COULD HAVE LED TO A BAD SIT. WE TURNED OFF RWY, NO PROB. THE RWY SURFACE HAS SEVERAL DIPS THAT HOLD EXCESS WATER. THE SMALLEST AMOUNT OF RAIN IS VERY HAZARDOUS. SUPPLEMENTAL INFO FROM ACN 487169: LOW TIME CAPT FLEW ILS RWY 20L AT PDK. CAPT STATED HE WOULD MAKE A GREASER DUE TO WET RWY. CAPT FLEW GOOD ILS AND BROKE OUT ABOUT 500 FT AGL. HE STAYED HIGH UNTIL I TOLD HIM HE WAS TOO HIGH. HE THEN STARTED DOWN AND TOUCHDOWN ALMOST 1/2 WAY DOWN RWY. HE WENT INTO MAX REVERSE BUT NOT VERY HARD ON BRAKES. AT ABOUT THE LAST 1000 FT, I LITERALLY STOOD ON THE BRAKES AND WE STOPPED WITH THE NOSEWHEEL ABOUT 12-18 INCHES OFF THE RWY. FROM THE SIC SEAT I STAYED IN MAX REVERSE AND BACKED THE ACFT FULLY ONTO THE RWY AND HE TAXIED TO THE RAMP. CAPT GOT OUT OF ACFT, DISPOSED OF PAX AND WENT HOME. I EXAMINED ACFT AND COULD NOT FIND ANY DAMAGE. ATC HAD NO REMARKS.

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.