MD-11
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence
Chart Or Publication; Human Factors; Procedure; Weather; Airport
It was my landing and with the current wet runway conditions we did a performance calculation and concluded that the only appropriate runway for landing would be Runway XX. We agreed that since it was a shorter runway we should do a flaps 50 landing to get max performance. The landing was uneventful and I used max thrust reverse and medium auto brakes. We seemed to be decelerating just fine but I kicked off the autobrakes and applied more brake pressure because there was a lot of water on the runway and the reversers were kicking up a lot of water. The Captain joined me on the brakes to make sure we had plenty of stopping distance. Around the last 2-3 thousand feet we noticed the braking capability diminish greatly; at least poor possibly nil. At this moment we both realized that we were slipping and were not decelerating as before. The Captain took control of the aircraft as we both stood on the brakes. Tower asked us to make the last left off the runway which we started to do but we realized that we may be unable due to hydroplaning so he discontinued the turn and stopped at an angle. Tower inquired if we could make Taxiway XX which we replied we would be unable because of runway lights that extended onto the runway. He asked us if we could turn around. The Captain began a right turn but then he realized this runway didn't have the width required to make a 180 degree turn. At this same time as I cleared his right turn I also realized that there were more runway lights that would impede our full turn. We brought the aircraft to a stop and asked for assistance. They rolled emergency vehicles even though we never declared an emergency. With the engines shut down; a tug was brought to us which pushed us back and then towed us to our gate uneventfully. At no time did we show any exceedances on the engines. Nor did we have hot brakes or burst tires. The aircraft seemed and was later deemed OK to return to service. The airport briefing guide made mention that if Runway YY/ZZ is wet then one should select moderate rain for landing because of poor drainage. It's possible this same note could apply to [Runway] XX/AA. It was also apparent upon landing that the water on the runway was significantly more than what would have been appropriate for light rain. We had braking action that started out good but degraded to poor and nil towards the end. I believe having more stringent landing data for this airport would have helped us to make a better decision for diversion if need be. In addition; we happened to begin to slip and lose braking power right at the point where planes land on Runway AA. Possibly we lost braking ability due to reverted rubber and such from landing aircraft from previous flights. I believe more conservative landing data for ZZZZ airport would be appropriate; especially when the runway is wet. An update to the airport briefing guide as well mentioning the shorter runway which is ungrooved and untreated and may not be appropriate for landing.
MD-11 First Officer reported nil braking action during landing rollout on a wet runway.