Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Flight Crew Last 90 Days 240; Flight Crew Type 5000
Time Pressure; Workload
Ground Excursion Runway; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Weather
The preflight preparation; briefings; departure and enroute portions were all standard. The Captain and I discussed the weather forecast and the fuel load. We noted that there was a forecast tailwind and wet runway and we were carrying gas for two alternates. As we approached ZZZ we were cleared by ARTCC for the Arrival from ZZZZZ. We obtained the current ATIS; which at (time) showed the wind at [light tailwind]; and got landing data for a wet Runway XX; the active runway. There were no braking advisories in effect and the braking action report we received indicated 'wet/good.' The data showed max autobrake required. The ceiling was 1100 BKN. We briefed the arrival and approach and I also made an announcement informing the passengers of the planned max braking and the fact that it would seem more abrupt than normal.After several intermediate clearances; we were cleared to descend via the arrival. The descent was uneventful with no appreciable turbulence or wind shear. The Captain had advised the flight attendants to clean up early so the cabin was secure and everyone was seated. On an extended dogleg between ZZZZZ1 and final we were cleared for the ILS Runway XX. The Captain slowed and gradually configured the aircraft with flaps 40 and autobrakes max as we intercepted the VOR and ILS paths. Tower informed us that there was heavy rain directly over the field and as the rain intensified somewhat the Captain asked for high on the wipers. It was raining; but it did not seem to be an unusually heavy amount of rain. We crosschecked altitudes at the FAF and continued a very stable controlled approach.Roughly 200 feet above minimums I saw the runway environment clearly and noted that the Captain was making slight corrections to centerline and glide path and was right on speed. I called approaching minimums/minimums and the Captain stated that he was landing. The speed brakes and thrust reversers were deployed immediately on touchdown. The antiskid began to cycle and the aircraft did not slow appreciably; initially. As we approached the alternating red/white runway edge lights the aircraft seemed to be slowing more quickly; but as we got to the last 1;000 feet to 500 feet of runway available; the deceleration slowed markedly.The Captain made a slight bid toward the left hammer head area; but determined we were moving too quickly to make the turn safely and we entered the EMAS. The aircraft was smoothly and quickly brought to a stop slightly left of centerline. After the aircraft came to a stop we noted that there were no fire indications and no need to evacuate; so the Captain instructed the passengers to remain seated. We started the APU; shut down the engines; and after less than a minute transferred to APU power. ZZZ Tower informed us that Crash and Fire response was on the way; and I informed them that we were shut down and were on APU power.We discussed what checklists to run; and finally did the after Landing Flows and Parking Checklists; with the exception of moving the flaps. We double checked with the flight attendants and determined that there were no injuries which we passed on to Tower and Crash/Fire recovery. Then the Captain made a PA to the passengers reassuring them that everything was safe and at that point we were working on a way to get everyone off the aircraft and into the terminal. We worked with Airport Personnel to eventually get airstairs brought to the forward service door and after a quick check by Fire Personnel; the passengers were deplaned to waiting buses. We consulted with the Fire Chief and then shut down the aircraft per the checklist. The entire crew was then transported to a secure area in the terminal.
I was the Captain and Pilot Flying on Aircraft X to ZZZ on (date). I briefed the crew on the flight and weather. Terminal rain was in the forecast and we had two alternates on our Dispatch Release. Planned arrival fuel was 12.3; well above the typical 5.5 to 6.0 seen on the VFR [route] flights. Preflight checks; loading; push; start; taxi and takeoff were uneventful. Approaching ZZZZZ1 on the STAR we were cleared for the ILS to Runway XX at ZZZ. The aircraft was fully configured for a flaps 40 autobrake max landing prior to the FAF. After switching to Tower; Tower reported that the previous aircraft did a go-around. The Tower also called with a report of rain overhead the field. The FO (First Officer) made the 'approaching minimums' call and I had the runway lights and the PAPI in sight through the HUD. At the 'minimums' call I disconnected the autopilot and hand flew the aircraft to touchdown. In the landing flare the rain intensity increased significantly. At touchdown I deployed the thrust reversers and the speedbrake lever extended.Autobrakes were in maximum with manual braking a few seconds later felt no significant aircraft deceleration. At approximately the [second to last] intersection the aircraft deceleration appeared to lessen as if we were accelerating. Abeam the [last] intersection I briefly tried rudder and nose wheel steering to try to avoid the EMAS. It became evident that the aircraft had too much momentum to make the turn so I released the tiller to avoid hitting the EMAS with the nose wheel cocked. The aircraft departed the paved surface and engaged the EMAS at about 15 knots. The FO immediately secured the engines and I made a PA for everyone to 'remain seated.' The FO started the APU and I contacted the flight attendants to see if everyone was okay and to have them standby as we determined an egress plan out of the aircraft. Tower had the Crash/Fire vehicles deploy and we told them that we were communicating with Company Operations about deplaning the passengers and that no other aircraft issues existed. We completed the After Landing Flows with the exception of the flaps; and the parking checklist. The FO communicated with the Airfield Operations and Crash/Fire personnel through his cockpit window as I talked to the passengers and contacted the Company [Operations Control] by cellphone. Approximately 35 minutes after landing; a re-fuelers stand with a railing cut off was brought up to the Forward Service door. The flight attendants and Crash/Fire Personnel assisted the passengers off the aircraft and into buses waiting on the perimeter road to take them to the terminal. After all the passengers were in the terminal the crew exited the aircraft and took transportation from the ramp to the terminal where we were escorted to a secure conference room.
Air Carrier flight crew reported runway excursion on to runway EMAS during landing in rain showers.