What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Pilot's statement: on feb. 15, 2003, I was the flying pilot of challenger 601-3A, N245TL on a flight from gunnison, Colorado to Rifle, Colorado. The flight proceeded normally to a holding pattern at the red table VOR. After the hold we proceeded to a normal landing on runway 26. It had been raining just prior to our approach, the runway was wet with an unknown depth of standing water and puddles of water. Upon touchdown, brakes were applied simultaneously with the deployment of the ground and flight spoilers. I attempted to deploy the thrust reversers, which did not deploy. Rather the "unsafe to arm" lights illuminated. I applied maximum braking and the aircraft hydroplaned as we slowly decelerated through 100 knots. Eventually, braking action was sufficient to the point that with application of maximum braking the anti-skid system activated. Holding maximum braking the aircraft came to a stop just off the end of the runway. A runway light contacted the right main gear door at the end of the landing roll. We were not able to contact ATC so I decided to taxi to the ramp, leaving the runway unobstructed. Subsequent inspection of the aircraft revealed minor damage to the leadingedge of the right main gear door caused by hitting the runway end light. Corporate aircraft services, director of maintenance kevin swenson coordinated with the FAA to return the aircraft to service. With the matter resolved for the moment we flew to our home base at naples, FL. In an effort to prevent any future occurrence of this kind, we have added "thrust reversers armed" to our before landing checklist.
As the FAA filed it
(-23) PILOT'S STATEMENT: ON FEB. 15, 2003, I WAS THE FLYING PILOT OF CHALLENGER 601-3A, N245TL ON A FLIGHT FROM GUNNISON, COLORADO TO RIFLE, COLORADO. THE FLIGHT PROCEEDED NORMALLY TO A HOLDING PATTERN AT THE RED TABLE VOR. AFTER THE HOLD WE PROCEEDED TO A NORMAL LANDING ON RUNWAY 26. IT HAD BEEN RAINING JUST PRIOR TO OUR APPROACH, THE RUNWAY WAS WET WITH AN UNKNOWN DEPTH OF STANDING WATER AND PUDDLES OF WATER. UPON TOUCHDOWN, BRAKES WERE APPLIED SIMULTANEOUSLY WITH THE DEPLOYMENT OF THE GROUND AND FLIGHT SPOILERS. I ATTEMPTED TO DEPLOY THE THRUST REVERSERS, WHICH DID NOT DEPLOY. RATHER THE "UNSAFE TO ARM" LIGHTS ILLUMINATED. I APPLIED MAXIMUM BRAKING AND THE AIRCRAFT HYDROPLANED AS WE SLOWLY DECELERATED THROUGH 100 KNOTS. EVENTUALLY, BRAKING ACTION WAS SUFFICIENT TO THE POINT THAT WITH APPLICATION OF MAXIMUM BRAKING THE ANTI-SKID SYSTEM ACTIVATED. HOLDING MAXIMUM BRAKING THE AIRCRAFT CAME TO A STOP JUST OFF THE END OF THE RUNWAY. A RUNWAY LIGHT CONTACTED THE RIGHT MAIN GEAR DOOR AT THE END OF THE LANDING ROLL. WE WERE NOT ABLE TO CONTACT ATC SO I DECIDED TO TAXI TO THE RAMP, LEAVING THE RUNWAY UNOBSTRUCTED. SUBSEQUENT INSPECTION OF THE AIRCRAFT REVEALED MINOR DAMAGE TO THE LEADINGEDGE OF THE RIGHT MAIN GEAR DOOR CAUSED BY HITTING THE RUNWAY END LIGHT. CORPORATE AIRCRAFT SERVICES, DIRECTOR OF MAINTENANCE KEVIN SWENSON COORDINATED WITH THE FAA TO RETURN THE AIRCRAFT TO SERVICE. WITH THE MATTER RESOLVED FOR THE MOMENT WE FLEW TO OUR HOME BASE AT NAPLES, FL. IN AN EFFORT TO PREVENT ANY FUTURE OCCURRENCE OF THIS KIND, WE HAVE ADDED "THRUST REVERSERS ARMED" TO OUR BEFORE LANDING CHECKLIST.