ACR WDB ACFT BLEW 6 MAIN LNDG GEAR TIRES DURING LNDG DUE TO STANDING WATER ON THE RWY.

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I WAS THE PIC OF FLT ON 4/SAT/92 WITH FO AND SO. I WAS FLYING THE ACFT FROM ATL TO MCO. FLT DEPARTED ATL AND THE FLT WAS ROUTINE UNTIL APCHING MCO. WE WERE ON BASE LEG TURNING TO FINAL FOR RWY 35 APPROX 12 MI OUT. THE COLOR WX RADAR SHOWED SEVERAL RAIN SHOWERS AHEAD BUT NO RED AREAS. WE HEARD SEVERAL CONVERSATIONS ON THE RADIO WHICH INDICATED THAT ALTHOUGH THERE WAS RAIN THAT THE RIDE WAS SMOOTH. I FELT THAT THESE COMMENTS RELATED TO THE FINAL APCH SEGMENT NOT TO THE ARPT OR RWY. THE LATEST ATIS WX WAS RPTED AS 300 SCATTERED; 1600 BROKEN; 3600 OVCST WITH 1 MI VISIBILITY WITH HVY RAINSHOWERS. TEMP 67 DEGS; DEWPOINT 66 DEGS; WIND 030 AT 9 KTS. ALTIMETER 3006. NO RVR; RWY BRAKING ACTION OR RWY CONDITIONS WERE ISSUED. I ELECTED TO USE THE AUTOLAND SYS AND ENGAGED BOTH 'A' AND 'B' AUTOPLTS AND THE AUTOTHROTTLES. WE FLEW INTO HVY RAIN ABOUT 4 MI OUT ON FINAL AND IT CONTINUED ON AND OFF TO ABOUT 300-400 FT. AT THAT POINT IT EASED OFF AND WE ESTABLISHED VISUAL CONTACT WITH THE RWY LIGHTS. WE MAINTAINED CONTACT TO TOUCHDOWN. TOUCHDOWN WAS NORMAL WITH THE NOSE QUITE HIGH IN THE AIR. THERE WAS A LOT MORE WATER ON THE RWY SURFACE THAN ANTICIPATED AND THE NOSE STARTED TO WXCOCK TO THE R. AUTOLAND WAS STILL ENGAGED. I APPLIED NORMAL BRAKES AND SLOWLY BROUGHT THE ENGS INTO IDLE REVERSE. AT THIS POINT WE RAN INTO A DOWNPOUR. AT APPROX 90 KTS WE STARTED TO HEAR A SERIES OF LOUD BANGS FOLLOWED BY A VIBRATION THROUGHOUT THE ACFT. I BROUGHT THE ACFT TO A STOP ON THE CTRLINE OF THE RWY WITH THE AUTOLAND STILL ENGAGED. WE DISENGAGED THE AUTOLAND AND ATTEMPTED TO CLR THE RWY; HOWEVER; THE ACFT WOULD NOT MOVE WHEN PWR WAS APPLIED. WE SET THE BRAKE; CALLED TWR TO CLOSE THE RWY AND ASKED THE RAMP TO HAVE MAINT COME OUT AND INSPECT THE WHEELS. THEY TOLD US THAT WE HAD BLOWN TIRES. LATER THEY SAID THAT WE HAD BLOWN 8 TIRES. SUBSEQUENTLY IT WAS DETERMINED THAT 6 TIRES; 4 ON THE R AND 2 ON THE L; WERE BLOWN. AT NO TIME WAS MORE THAN NORMAL TO LESS THAN NORMAL TOE PRESSURE APPLIED DURING THE ROLLOUT. THE ANTI-SKID CHKED NORMAL ON APCH AND AFTER SHUTDOWN. I CANNOT REMEMBER THE ANTI-SKID EVER CYCLING ON THE RWY DURING ROLLOUT. EVEN THOUGH THE ANTI-SKID TESTED NORMALLY AFTER STOPPING; ONE OF THE MECHS TOLD US THAT THE TRANSDUCERS ON THE R TRUCK WERE GONE. IN THINKING ABOUT IT LATER; I'M SURE I'VE NEVER BEEN ON A RWY WITH THAT MUCH WATER ON IT. WHEN THE MAINT TRUCK CAME OUT; WE WERE ABLE TO SEE FOR THE FIRST TIME JUST HOW DEEP IT REALLY WAS; (ESTIMATE APPROX 4 INCHES). THE TWR TOLD US WHILE WE WERE STILL SITTING ON THE RWY THAT THE ROAD INTO THE ARPT WAS CLOSED AND THAT THE TERMINAL WAS FLOODING. NO ONE TOLD US THIS BEFORE LNDG OR I ASSURE YOU THAT I WOULD HAVE GONE AROUND. I CANNOT EXPLAIN WHAT HAPPENED EXCEPT THAT THE ANTI-SKID DID NOT OPERATE AS IT SHOULD IN THE CONDITIONS WE ENCOUNTERED. SHOULD IT BE REQUESTED; YOU HAVE MY PERMISSION TO FORWARD THIS STATEMENT TO THE APPROPRIATE FAA OFFICE. NOTES: A SPECIAL WX OBSERVATION WAS ISSUED AT XX58 (EXACT TIME OF LNDG) AS 4 SCATTERED 11 OVCST 1/2 TRW. PROBABLY THE ONLY THING THAT WOULD HAVE PREVENTED THIS EVENT WOULD BE SOME FORM OF ACCURATE MEASURING SYS OR AT LEAST APPROX MEASURING SYS THAT WOULD HAVE INDICATED THE AMOUNT OF WATER ON THE RWY PRIOR TO OUR COMMITTING TO LAND.