Narrative:

Conditions at cid were moderate to heavy rain, 2 1/2 mi visibility, 500 ft broken, 1000 ft overcast, and wind 090 degrees at about 10 KTS. First officer's leg. We were radar vectored to intercept the ILS to runway 9 by ZAU. The controller gave us a vector to intercept that left us at 3000 ft over the OM, well above glide path. We abandoned the approach and asked for vectors to another approach. After circling back, we intercepted the localizer about 5 mi outside the marker and proceeded down the GS. Normal approach, on localizer, and glide path on speed. At 500 ft bug plus 10, sink 700 ft. Adjusted the runway lights to medium. At 100 ft in slot and on speed. At about 50 ft drifted slightly left of course and descent rate decreased to about 300 FPM. I made the comment to the first officer to keep it coming down. He corrected and drifted slightly to the right of centerline. We touched down slightly right of centerline. The aircraft continued to track to the right. The nose started coming to the left and the rear of the aircraft continued to the right. At this point we were approaching the right side of the runway. I said to the first officer 'right rudder' to straighten the aircraft and myself applied right rudder. I immediately said 'I got it' and took control of the aircraft. The aircraft returned to a straight track and we returned to the center of the runway. I do know that the first officer was making corrections to bring the aircraft back to the centerline with no effect. We slowed the aircraft on the runway, retracted spoiler and flaps and slats and proceeded to the gate. All system normal. After parking at the gate, the ground crew informed us that there was grass and mud on the right gear assembly. Up to that point, we did not realize that we had left the hard surface. We believe that the aircraft hydroplaned after touchdown. The aircraft did not respond to any inputs to return to the centerline and would have continued to rotate counterclockwise. Not until we stopped the rotation could we regain directional control. At that point, the main gear had left the runway. The nosewheels remained on the runway throughout the landing. We believe that a firmer touchdown may have helped to reduce the hydroplaning and possibly prevented the los of control.

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Original NASA ASRS Text

Title: AN MD80 CAPT RPTED ON THE MOMENTARY LOSS OF CTL DURING THE FO'S ROLLOUT AFTER LNDG AT CID.

Narrative: CONDITIONS AT CID WERE MODERATE TO HVY RAIN, 2 1/2 MI VISIBILITY, 500 FT BROKEN, 1000 FT OVCST, AND WIND 090 DEGS AT ABOUT 10 KTS. FO'S LEG. WE WERE RADAR VECTORED TO INTERCEPT THE ILS TO RWY 9 BY ZAU. THE CTLR GAVE US A VECTOR TO INTERCEPT THAT LEFT US AT 3000 FT OVER THE OM, WELL ABOVE GLIDE PATH. WE ABANDONED THE APCH AND ASKED FOR VECTORS TO ANOTHER APCH. AFTER CIRCLING BACK, WE INTERCEPTED THE LOC ABOUT 5 MI OUTSIDE THE MARKER AND PROCEEDED DOWN THE GS. NORMAL APCH, ON LOC, AND GLIDE PATH ON SPD. AT 500 FT BUG PLUS 10, SINK 700 FT. ADJUSTED THE RWY LIGHTS TO MEDIUM. AT 100 FT IN SLOT AND ON SPD. AT ABOUT 50 FT DRIFTED SLIGHTLY L OF COURSE AND DSCNT RATE DECREASED TO ABOUT 300 FPM. I MADE THE COMMENT TO THE FO TO KEEP IT COMING DOWN. HE CORRECTED AND DRIFTED SLIGHTLY TO THE R OF CTRLINE. WE TOUCHED DOWN SLIGHTLY R OF CTRLINE. THE ACFT CONTINUED TO TRACK TO THE R. THE NOSE STARTED COMING TO THE L AND THE REAR OF THE ACFT CONTINUED TO THE R. AT THIS POINT WE WERE APCHING THE R SIDE OF THE RWY. I SAID TO THE FO 'R RUDDER' TO STRAIGHTEN THE ACFT AND MYSELF APPLIED R RUDDER. I IMMEDIATELY SAID 'I GOT IT' AND TOOK CTL OF THE ACFT. THE ACFT RETURNED TO A STRAIGHT TRACK AND WE RETURNED TO THE CTR OF THE RWY. I DO KNOW THAT THE FO WAS MAKING CORRECTIONS TO BRING THE ACFT BACK TO THE CTRLINE WITH NO EFFECT. WE SLOWED THE ACFT ON THE RWY, RETRACTED SPOILER AND FLAPS AND SLATS AND PROCEEDED TO THE GATE. ALL SYS NORMAL. AFTER PARKING AT THE GATE, THE GND CREW INFORMED US THAT THERE WAS GRASS AND MUD ON THE R GEAR ASSEMBLY. UP TO THAT POINT, WE DID NOT REALIZE THAT WE HAD LEFT THE HARD SURFACE. WE BELIEVE THAT THE ACFT HYDROPLANED AFTER TOUCHDOWN. THE ACFT DID NOT RESPOND TO ANY INPUTS TO RETURN TO THE CTRLINE AND WOULD HAVE CONTINUED TO ROTATE COUNTERCLOCKWISE. NOT UNTIL WE STOPPED THE ROTATION COULD WE REGAIN DIRECTIONAL CTL. AT THAT POINT, THE MAIN GEAR HAD LEFT THE RWY. THE NOSEWHEELS REMAINED ON THE RWY THROUGHOUT THE LNDG. WE BELIEVE THAT A FIRMER TOUCHDOWN MAY HAVE HELPED TO REDUCE THE HYDROPLANING AND POSSIBLY PREVENTED THE LOS OF CTL.

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.