DURING LNDG ROLL; FLC DISCOVERS THAT THE PROPS WOULD NOT GO INTO BETA RANGE; THE NOSE WHEEL STEERING WAS INOP AND THE BRAKES DID NOT WORK.

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ON LNDG ROLLOUT IN AN EMB 120 AT COLUMBUS; OH WAS UNABLE TO GET THE PWR LEVERS BELOW FLT IDLE; NOSE WHEEL STEERING WAS INOP; AND NORMAL BRAKES WERE INOP. ACFT MAINTAINED APPROX 80 KTS AND STARTED TO DRIFT OFF RWY TO THE L. AILERON AND RUDDER PROVIDED A SLIGHT RIGHT TURN; BUT AFTER REPEATED ATTEMPTS THE ABOVE ITEMS REMAINED INOP. THE ACFT STARTED DRIFTING R AND THE EMER HAND BRAKE WAS USED TO STOP THE ACFT; AFTER WHICH ALL SYS WORKED NORMALLY. INVESTIGATION REVEALED THAT OVERSVCED STRUTS AND ZERO PAX/BAGS AND A SMOOTH LNDG CAUSED STRUTS NOT TO COMPRESS AND WET RWY CAUSED WHEELS NOT TO COME UP TO 50 KTS SPIN UP; CAUSING LOSS OF THE ABOVE SYS UNTIL STRUTS COMPRESSED AFTER ACFT CAME TO A HALT. I HAD NO TRAINING AS TO THIS POSSIBILITY; NOR DO I KNOW OF ANY REF TO IT IN THE AFM OR TRAINING MANUALS. THIS SHOULD BE A REQUIRED TRAINING ITEM AND INCLUDED SOMEWHERE IN THE EMB 120 AFM. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR CLAIMS THAT HIS TRAINING DEPT DOES NOT GIVE ENOUGH EMPHASIS ON SYS AND ACFT PERFORMANCE. THE BETA LOCK IS PROVIDED TO PREVENT A PLT FROM ACCIDENTALLY ENTERING THE BETA RANGE WHILE IN FLT. THERE IS NO MANUAL OVERRIDE. IF THE CIRCUIT BREAKER POPS; THERE IS NO PRACTICAL WAY TO RESET IT DURING LNDG ROLL. FORCING THE NOSE GEAR STRUT TO COMPRESS USING ELEVATOR MAY HAVE REGAINED USE OF THE BETA RANGE AND NOSE WHEEL STEERING. THE LACK OF BRAKING WAS PROBABLY DUE TO HYDROPLANING WHICH PREVENTED THE WHEELS FROM SPINNING UP AND ACTIVATING THE ANTI-SKID. BRAKES COULD HAVE BEEN REGAINED IF THE ANTI-SKID WAS TURNED OFF.