Narrative:

During our descent into springfield, mo, we received the ATIS and understood there were thunderstorms in the area and 3 mi visibility. The active runway was 20 with a VOR approach. Since there was a 9 KT tailwind, we requested runway 2. The tower told us 'unable, runway 2 localizer, OTS.' during our approach for runway 20 we were able to identify the approach lights 3 mi out. As we came over the threshold, the rain started coming down heavier. When I started my flare I lost my horizontal visibility, but had my vertical visibility. Once I started braking we were instantly hydroplaning. It took a few seconds to realize we were not decelerating due to poor forward visibility. I then commanded the first officer to pull the drag chute. Unfortunately there was a mechanical problem and the chute never deployed, it just released itself from the aircraft. I had no reversers because the company elects to operate the aircraft with the reversers pinned. I had the choice of making a touch-and-go before deploying the drag chute but I felt pulling the chute is the best solution when you cannot see far enough down the runway to see how much you have left in order to make a safe go around. Since the drag chute failed we skidded off the runway about 25 ft. The nose gear collapsed and no one was hurt. Supplemental information from acn 243483: I armed and deployed the drag chute, but the aircraft did not slow down. It was later discovered that the drag chute was not properly attached to the aircraft, thus when deployed it simply fell to the runway.

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Original NASA ASRS Text

Title: LTT JET SKIDS OFF END OF RWY AFTER MAKING A DOWNWIND LNDG IN HVY RAIN, IN A NIGHT OP.

Narrative: DURING OUR DSCNT INTO SPRINGFIELD, MO, WE RECEIVED THE ATIS AND UNDERSTOOD THERE WERE TSTMS IN THE AREA AND 3 MI VISIBILITY. THE ACTIVE RWY WAS 20 WITH A VOR APCH. SINCE THERE WAS A 9 KT TAILWIND, WE REQUESTED RWY 2. THE TWR TOLD US 'UNABLE, RWY 2 LOC, OTS.' DURING OUR APCH FOR RWY 20 WE WERE ABLE TO IDENT THE APCH LIGHTS 3 MI OUT. AS WE CAME OVER THE THRESHOLD, THE RAIN STARTED COMING DOWN HEAVIER. WHEN I STARTED MY FLARE I LOST MY HORIZ VISIBILITY, BUT HAD MY VERT VISIBILITY. ONCE I STARTED BRAKING WE WERE INSTANTLY HYDROPLANING. IT TOOK A FEW SECONDS TO REALIZE WE WERE NOT DECELERATING DUE TO POOR FORWARD VISIBILITY. I THEN COMMANDED THE FO TO PULL THE DRAG CHUTE. UNFORTUNATELY THERE WAS A MECHANICAL PROB AND THE CHUTE NEVER DEPLOYED, IT JUST RELEASED ITSELF FROM THE ACFT. I HAD NO REVERSERS BECAUSE THE COMPANY ELECTS TO OPERATE THE ACFT WITH THE REVERSERS PINNED. I HAD THE CHOICE OF MAKING A TOUCH-AND-GO BEFORE DEPLOYING THE DRAG CHUTE BUT I FELT PULLING THE CHUTE IS THE BEST SOLUTION WHEN YOU CANNOT SEE FAR ENOUGH DOWN THE RWY TO SEE HOW MUCH YOU HAVE LEFT IN ORDER TO MAKE A SAFE GAR. SINCE THE DRAG CHUTE FAILED WE SKIDDED OFF THE RWY ABOUT 25 FT. THE NOSE GEAR COLLAPSED AND NO ONE WAS HURT. SUPPLEMENTAL INFORMATION FROM ACN 243483: I ARMED AND DEPLOYED THE DRAG CHUTE, BUT THE ACFT DID NOT SLOW DOWN. IT WAS LATER DISCOVERED THAT THE DRAG CHUTE WAS NOT PROPERLY ATTACHED TO THE ACFT, THUS WHEN DEPLOYED IT SIMPLY FELL TO THE RWY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.