MD-11
Flight Crew Air Transport Pilot (ATP)
Ground Excursion Taxiway; Inflight Event / Encounter Weather / Turbulence; Inflight Event / Encounter Unstabilized Approach
Flight Crew Became Reoriented; General Maintenance Action
Airport; Human Factors; Weather
The captain was flying and I was pilot monitoring.  There were gusty winds and ragged ceilings around 1000 feet with rain on final.  We flew the ILS and the first approach ended in missed approach as the plane floated and was going to touch down beyond the TDZ. We evaluated the fuel situation and elected to try another approach. On the second approach; the plane touched down but the Captain felt uncomfortable how it felt and immediately called for the go around.  We got safely airborne and complied with ATC instructions.  I looked at the fuel and told the captain what our fuel state was (I don't remember the exact number but it was ~21-22K).  At this point; the Captain said we need to go to our divert field.  I double checked the fuel to divert and the FPR said it would take 7888 lbs.  This would put us on deck with ~13;000 lbs of fuel.  I informed the captain of this.  We notified ATC of our intent to divert.  I got the FMS programmed to get us headed to ZZZ and sent an update to Dispatch via ACARS that we were diverting.  The divert was fairly uneventful.  I set up the approach in the FMS and briefed the captain since he was busy flying.  We monitored our gas closely and the FMS showed us getting on deck with ~12K of fuel.  We flew the approach.  Approximately 5 miles out from the runway; the Captain asked me if I could fly the approach since he was a little unnerved by the two missed approaches.  I could tell he was feeling a little stressed out so I willingly agreed and took over pilot flying duties and he assumed the pilot monitoring duties.  We landed uneventfully.  We exited the runway and crossed the closed runway.  As we crossed the runway I was looking to the right for our marshaller as I was talking to the contract FBO.  I told the captain we would turn right on A.  I visually picked up the marshaller as the captain started turning the aircraft on to taxiway A.  He said that something felt weird.  I looked out the window to see if I could see anything out of the ordinary.  We looked like we were established on taxiway A but I said; I hope we didn't drag a main gear off the narrow taxiway in the turn.  We taxied in to marshal and shutdown.  Upon post-flight inspection we noticed mud on the right main landing gear.  We wrote an AML entry and notified the duty officer. We diverted due to two unsuccessful landings.  We departed the taxiway  because it was a narrow taxiway and we did not pull forward far enough for overcenter steering to make sure the main gear didn't 'cut the corner.'  I think we need to be especially careful when taxiing to an unfamiliar field with narrow taxiways and lots of taxiway closures.  We successfully made it onto the right taxiway in spite of several taxi and runway closures.  We were closely paying attention to going to the right place.  However; a moment of inattention or misjudgment caused us to cut the corner.  As pilot monitoring; I know I will be extra vigilant especially any time making turns on narrow taxiways.  Although I had directed the captain which taxiway to turn; I could back him up more during the execution of the turn and then focus on visually picking up our marshaller and parking spot.  I think the captain was still a little stressed from the two missed approaches and having to divert; but this is when we need to really slow down and take our time and not worry about the divert that is behind us or the subsequent flight that is ahead of us shortly.  We certainly weren't moving the aircraft too fast; but I wonder if we were wasting any brain cells thinking about what we then needed to do to get the jet to destination now that we had diverted.  The flight is not over until the chocks are in and paperwork is done.
After two unsuccessful landing attempts; Capt was PF; decision was made to divert to the alternate listed on the dispatch release. Both of the approaches resulted in go-arounds because the aircraft became unstable during the transition to landing phase. The first because the touchdown would not have been in the touchdown zone; and the second because the HUD presentation and the sight picture were wrong and tail strike was quite possible. WX at the time was RW and strong gusty winds from the SW. Flaps 35 was selected because of the wind conditions. When we arrived at [our divert airport] we were vectored to the ILS. During the approach and prior to 1000 ft aircraft control was transferred to the FO. A successful and uneventful landing was completed. Tower issued a taxi clearance to exit right and via four taxiways with further instructions to follow. Reaching [the last taxiway] we were cleared on four more taxiways and crossed two runways to the FBO Ramp. FO provided excellent progressive directions. Upon arriving on the west side of the airport I found that it was extremely dark and poorly lit. I recognized that the taxiways were very narrow especially for an MD11; so I was very aware that over center turns were in order. Arriving at the intersection of the last two taxiways; I attempted to make an appropriate turn. I had the power up to facilitate in making the tight turn. During the latter part of the turn I felt and commented on a 'odd' vibration from the aircraft. Originally I thought it might have been from the taxiway road surface; in combination with the tight turn. (The aircraft continued its forward momentum; never bogging down.) Once straight I became concerned that the right main landing gear truck may have left the hard surface during the turn. After blocking in and shutting down; I conducted a post flight inspection of the right main. It proved that my suspicion was correct. All four wheels had dirt on the sidewalls of the tires. Neither the 10-9 taxi chart nor the 10-10 company parking chart seemed to properly diagram the actual taxiway configuration. Both charts depict this taxiway as being reasonably wide at the intersection. This as I recall was not the case. Charting should be improved to more accurately reflect the actual lay out of the taxiways. A caution/warning should be added to the 10-10 page to alert the crews to these actual conditions as has been done at other airports. Filets should be added to the taxiways by the airport to facilitate large aircraft movements on that portion of the airport. Lastly; I should have continued taxi another few feet forward before starting the turn onto this taxiway.
MD-11 flight crew describes two go arounds at their destination airport due to strong gusty winds; the second after touching down. The flight diverts to the alternate airport with the First Officer assuming flying duties at the Captain's request. During taxi into the FBO ramp the right main gear leaves the paved surface but the aircraft is able to continue to the ramp.