SR22 pilot reported loss of effective braking related to a wet runway and tailwind conditions led to a runway overrun with no damage to aircraft or airport equipment.
Synopsis
SR22 pilot reported loss of effective braking related to a wet runway and tailwind conditions led to a runway overrun with no damage to aircraft or airport equipment.
Narrative
I was the Pilot-In-Command of a flight from ZZZ1 to ZZZ. The flight began VFR with Flight Following from ZZZ1; and it was uneventful enroute. Approximately 20 nm from ZZZ the Approach Controller advised us that ZZZ had issued a new Weather report that might require us to change to an IFR flight plan. I am instrument rated; and current; and the plane; a Cirrus SR22T; is properly equipped for flight in IMC; so I accepted the Controller's advice; and he provided a squawk code. While this was taking place; I was able to easily identify ZZZ in the distance; and the airport appeared to be VFR; and free of rain and clouds. I advised the Controller that I had ZZZ in sight; and he cleared us to for a visual approach to Runway XXR. As we got closer; I could see some large dark clouds beyond ZZZ. Our onboard NEXRAD weather display showed a dark green and yellow areas; indicating light to moderate precipitation. While no lightning was observed; the ATIS and Tower Controller pointed out that there was an approaching thunderstorm.As we got to about 6 nm from ZZZ; another aircraft; believed to be a Piper; contact ZZZ Tower and advised that they were inbound for landing. The Tower Controller advised the other aircraft to be on the lookout for our aircraft; as we were only 3-4 miles apart and both headed to the same Runway (XXR at ZZZ). The Tower initially issued a wind advisory of 300 degrees at 16 kts. The wind was shifting; as the weather got closer to ZZZ; and the Tower Controller gave an updated wind advisory of 340 degrees at 11 kts. The other aircraft requested Runway XY; and I did so; as well. There was no mention of a gusts; wind shear; or other issues. I was advised that we were number one for Runway XY; and that we were cleared to land. Knowing that there was another aircraft close behind I kept my speed up. Due to the runway change; from XXR to XY and our closeness to the field I was higher than normal but within what I thought was totally manageable. The runway change also reduced our distance to the runway (vs. our distance to originally assigned Runway XXR); so I cut the power and turned towards Runway XY. I kept our speed up; initially; as I knew that the Piper was landing behind us; and I wanted to be sure that we were keeping ahead and clear of the Piper.Ordinarily; our Cirrus slows and descends rapidly when the power is reduced to idle; so I felt that there would be no issue in landing safely. However; due to the shifting winds; our groundspeed did not slow as rapidly as usual. As we crossed the threshold; a 9 kt tailwind was indicated on the Primary Flight Display (PFD); and the Avionics annunciated; 'TAILWIND; TAILWIND' as I flared; so I believe that we experienced an unexpected wind shear due to the dramatic wind shift. Nevertheless; I felt the runway ahead was sufficient and decided that a go-around; in what may be a developing thunderstorm; was a worse option than landing; as the clouds that were just beyond the airport appeared ominously close and I didn't want to go around with the thunderstorm approaching.The aircraft floated longer than usual; and we touched down at about the midpoint of the runway. I believed that I had more than enough room to stop before reaching the end of the runway. I was unaware of the fact that the runway was wet from a previous storm cell. It appeared darker than usual; but I attributed this to the fact that it had recently been repaved and I had not landed on it since the repaving. When I applied the brakes; the aircraft barely slowed; and we began to drift to the right. I was able to maintain the centerline of the runway; but it appeared to hydroplane on the wet runway; and it did not stop until we overran the end of the runway; onto the grass. We departed the runway at a slow speed and went about 10 feet beyond the end. We were able to turn around; taxi back onto the runway; and into the FBO without further issues. An inspection of the plane; which is a fixed gear aircraft with fiberglass wheel pants; disclosed no damage; whatsoever. There were no injuries.
Second reporter narrative
By way of background; like my husband; who was the Pilot-in-Command; I am also a Private Pilot with an Instrument Rating; and I am very familiar with the Cirrus SR22T; out of ZZZ. We often use the plane to fly between ZZZ and ZZZ1. On this particular flight; which originated at ZZZ1; I was merely a passenger; as my husband was flying. We were originally flying VFR with flight following at 8500 feet. As we approached ZZZ; the Controller asked if my husband was IFR certified; and he recommended that he accept an IFR clearance; which was accepted; whereupon the Controller issued a new transponder code. As we approached ZZZ; we were in sight of the airport; so the Controller issued a visual approach to Runway XXR; but the winds changed from 300 to 340 at 11 kts. The plane behind us requested Runway XY; so my husband did so; as well. We were cleared to land on Runway XY; but; as XXR was closer to our position than XXR; we were somewhat higher and faster than we would have been if we had continued to a right base entry to Runway XXR. Given the 11 kt headwind; directly down the runway; I was not concerned about my husband being able to land on Runway XY. However; as we crossed the threshold to Runway XY; the wind; which had been shifting due to the proximity of an approaching thunderstorm; changed and became a tailwind which was annunciated as we crossed the runway threshold whereby the expected 11 kt headwind became; instead; a 9 kt tailwind; resulting in a 20 kt increase in our groundspeed. While I fully expected that we would have sufficient runway ahead for an uneventful; but long; roll out; the tailwind; combined with the wet runway; caused the plane to land longer than expected; and application of the brakes resulted in the plane hydroplaning; and running past the runway end; into the grass; by about ten feet. My husband was able to turn around; and taxi to the FBO without any further issues. There was no damage to the plane or the fiberglass wheel pants.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.