C172 PLT HYDROPLANES OFF END OF RWY AFTER LNDG FAST AND LONG IN A RAIN SHOWER.

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ON DOWNWIND; EXPERIENCED LIGHT RAIN. ON TURN TO BASE; RAIN BECAME MODERATE; DID NOT EFFECT PERFORMANCE OF ACFT. RAIN CONTINUED ON FINAL. ON SHORT FINAL; I WAS JUST UNDER 80 KTS AND 100 FT HIGH; 20 DEGS FLAPS. FLARED AT NUMBERS (APCH END). BOUNCED AND RECOVERED WITH THROTTLE. TOUCHED BOTH MAINS AND ROLLED NOSE; THEN STARTED TO BRAKE. NO EFFECT. INCREASED BRAKE PRESSURE. NO EFFECT. JUST PAST RWY 1/2 WAY; I DETERMINED I COULD NOT EXECUTE A GAR (CLR HIGH TENSION WIRES AT DEP END). I ALSO KNEW THAT I WOULD NOT BE ABLE TO MAKE THE TURN OFF EITHER. INITIALLY; THE L MAIN BRAKE WAS EFFECTIVE; WHICH RESULTED IN TURNING THE AFT; WHICH I CORRECTED WITH RUDDER AND NOSEWHEEL. BY THE TIME BOTH BRAKES WERE YIELDING POSITIVE ACTION; THE TIRES BEGAN TO HYDROPLANE. I STEERED THE ACFT BTWN THE RWY END LIGHTS IN TO THE GRASS. I THEN PULLED THE FUEL SHUTOFF; TURNED OFF THE MAGNETOS AND SHUT DOWN THE MASTER. THE AIRSPD INDICATOR WAS NOT REGISTERING; WHICH TRANSLATED TO A SPD OF LESS THAN 30 KTS. THE PROP STOPPED HORIZLY. I UNLATCHED BOTH DOORS AND THE ACFT ROLLED INTO A WIRE (DEER) FENCE. IT WAS STILL RAINING MODERATELY. I EXITED ON THE PLT (PORT) SIDE AND PROCEEDED TO 50 FT PAST THE TAIL. I TURNED AND CONTINUED TO BACK AWAY; AS A PRECAUTION. I STOPPED 100 FT FROM THE ACFT; WHERE I MET A LINE PERSON FROM THE FBO. HE DISCONNECTED THE BATTERY. THE DAMAGE WAS TO THE EXHAUST PIPE (BENT BY THE WIRE FENCE). A 1 INCH DENT IN THE FAIRING OF THE MAIN GEAR STRUT; A 1/2 INCH DENT IN THE LEADING EDGE OF THE TAIL PLANE AND THE L INBOARD SECTION OF THE ELEVATOR WAS BENT (4 INCH SECTION BENT 1 INCH). THE ACFT WAS PULLED TO THE RAMP WHERE AN A&P MECH STRAIGHTENED THE EXHAUST PIPE AND THE ELEVATOR. THE ACFT STARTED RIGHT UP ON THE FIRST ATTEMPT. THE FLT SVC THAT THE ACFT WAS RENTED FROM; APPLIED FOR AND WAS GRANTED A FERRY PERMIT. I WAS CONTACTED BY THE FAA/FSDO AND HAVE SENT MY STATEMENT; CERTIFICATES AND MEDICAL TO THE INSPECTOR'S ATTN. TO PREVENT THIS TYPE OF INCIDENT; I WOULD GO BACK TO THE GO-FLY DECISION. EVEN THOUGH THERE WERE ONLY ISOLATED SHOWERS IN THE AREA AND THEY WERE ONLY FORECAST TO BE IN THE AREA FOR A SHORT TIME; THEN CLRING; WITH THE EXPERIENCE LEVEL I HAD; UP TO THAT POINT; I WOULD NOT HAVE DEPARTED AT THAT TIME. I WOULD HAVE BEEN BETTER OFF TO WAIT UNTIL THE PRECIP CLOUDS WERE OUT OF MY INTENDED FLT PATH. I SUGGEST THAT ADVICE FOR ANYONE WITH LITTLE OR NO EXPERIENCE FLYING AND IN PARTICULAR; LNDG IN RAIN CONDITIONS. ALSO; WHEN I NOTED BEING 10 KTS FAST AND 100 FT HIGH; EVEN THOUGH ON A DRY RWY; A SUCCESSFUL LNDG COULD HAVE BEEN ACHIEVED AND THE FACT THAT I HAVE LANDED SEVERAL OTHER TIMES AT THIS PARTICULAR FIELD; A GAR SHOULD HAVE BEEN EXECUTED. I INTEND TO SCHEDULE SOME DUAL TIME IN ORDER TO ACHIEVE MORE RAINY/WET RWY CONDITIONS EXPERIENCE. IT IS OBVIOUS THAT MY TRAINING PREVAILED AT THE POINT THAT I DECIDED TO REMAIN ON THE GND RATHER THAN ATTEMPT A GAR AND RISK THE CONSEQUENCES. FURTHER; THE MECHS OF THE EMER PROCS WENT WELL. (SHUTDOWN AND SECURING THE ACFT.)