Narrative:

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.

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Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site 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.