B747-400
Flight Crew Air Transport Pilot (ATP)
ATC Issue All Types; Deviation / Discrepancy - Procedural Other / Unknown; Ground Event / Encounter Loss Of Aircraft Control
Flight Crew Regained Aircraft Control
Human Factors; Weather; Airport
On approach into EDFH we had planned on Runway 21. We had requested landing data for both runways at Flaps 25; wet runway (RA reported on ATIS) and idle reverse. Tower assigned Runway 03 in the descent. We were planning on using max manual braking for a smooth braking application for our passengers. The flight was picture perfect from takeoff all the way through the approach. We were configured early and had all checklists complete with time to spare. Glideslope and localizer were looking good and the touchdown was very smooth. Immediately after touchdown it became obvious that something was wrong. We were hydroplaning and directional control was extremely difficult. At this point max reverse and max braking was necessary. After gaining directional control; I realized that due to hydroplaning our brakes were not effective at all. We stopped past Foxtrot. Due to the quick reactions of the crew we were able to maintain safety. Once we realized how poor the runway conditions were; thrust reverser's were already deployed; thus go around was not an option. The water on the runway should have been reported as standing water more than 1/8th of an inch. Braking action was poor under these conditions which we reported for the safety of other arriving aircraft.Once we parked; we checked brake temps and all were indicating 0 or 1. That indicates to me that anti-skid was preventing the brakes from engaging at all; in spite of max braking being used throughout the entire landing roll. I talked to the crew that landed after us. They had planned a conservative configuration due to our poor braking action report and still landed past Foxtrot. Subsequent aircraft reported difficulty turning onto Foxtrot as well.
Weather in EDFH most of the day had been reporting VFR; Runway 21 in use. We set up for the visual because ILS was inoperative; NDB 21 approach suspended; RNP 21 not approved. At FL200 new ATIS came out with 1 1/2 mile visibility 001 BKN; arriving Runway 3. We changed approach to ILS Runway 3 set minimums and re-briefed. At about 1;800 feet on ILS we got a wind shear EICAS message and decided to address it on the ground after addressing the QRH; knowing that some of the wind shear features may not be available. At approximately 1;200 feet Tower advises visibility is 1;000 RVR (no precipitation intensity reported). We had been experiencing moderate to heavy rain from about 10;000 feet on down.With checklists complete and cleared to land; initial flare and landing are normal. Then; the hydroplaning starts with loss of directional control. We are steering left and right to maintain centerline and applying max manual braking. It felt like we were on ice with no significant reduction in speed. After a few seconds aircraft steering was under control; but not the deceleration rate. With max manual braking and full reverse we were able to stop past Taxiway Foxtrot and turnaround on the turnaround pad and taxi to parking. We reported braking action as poor to the Tower. Subsequent aircraft reported excessive/unexpected long landing rolls past Foxtrot as well. I can't find anywhere (small amount of re-search) that says the runway is treated/grooved. The website says the runway is concrete bitumen. We looked at the gear synoptic while waiting for the passengers to unload and after 10 to 15 minutes of being chalked and only 0/1 on the brake temperature monitor showed up; revealing that there was no friction/deceleration from the brakes; with max manual braking at 26;000 kilograms. I believe the deluge of rain received all night/morning left the runway contaminated with at least 1/8 inch of water and were not given any information as such. Fatigue may have contributed to this as we may have been more inclined to execute a go-around had we been rested; and waited for the heavy rain to subside as we had some holding fuel. 50 hour rest got pushed back 16 hours (unable to sleep in that period after resting 50); followed by an [almost 16] hour day on paper.
B747 flight crew reported landing at EDFH during a rain storm; to find nil braking action and poor directional control. Control is regained; but braking action remained poor and required most of the 11;400 foot available runway to stop using reverse thrust.