Narrative:

On climb out from den, we experienced a 'pseg' system failure that affects our landing gear and nosewheel steering. We referred to our QRH and called our company maintenance/dispatch. We made a group decision that a return to den would be the best course of action. We called ZDV and called for a clearance back to den. They issued a clearance back to an arrival and asked if I would like to declare an emergency. I declined to declare an emergency at that time, but I would later if the situation got any worse. After further review of our QRH, I discovered that landing with the nosewheel steering was not possible. The do-328 can be difficult to taxi without nosewheel steering, but I have never actually been forced to try it. My first officer landed without incident, but I discovered that taxiing the airplane in the windy conditions required almost all of my concentration. Keeping the aircraft on the taxiway required the use of brakes, and engine power. We almost were forced to overheat the brakes just to keep the airplane on the taxiway. I got the aircraft to the ramp, but I was unable to fully comply with the taxi clearance I was issued. Upon reflection of these events, I should have made sure the ground controller was aware of our system problem. In addition, I probably would have taxied out of the way, and had a tug tow us to the gate. Supplemental information from acn 573678: we had a very hard time maintaining directional control of the aircraft. With the busy cockpit environment, ATC, and aircraft abnormality, we made a wrong turn taxiing. In retrospect, we should have declared an emergency and requested a tug take us back to the gate.

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Original NASA ASRS Text

Title: D328 FLT CREW, RETURNING TO LAND DUE TO A NOSEWHEEL STEERING COMPONENT, LANDS AT DEN, BUT TURNS ONTO THE WRONG TXWY ENRTE TO THEIR GATE.

Narrative: ON CLBOUT FROM DEN, WE EXPERIENCED A 'PSEG' SYS FAILURE THAT AFFECTS OUR LNDG GEAR AND NOSEWHEEL STEERING. WE REFERRED TO OUR QRH AND CALLED OUR COMPANY MAINT/DISPATCH. WE MADE A GROUP DECISION THAT A RETURN TO DEN WOULD BE THE BEST COURSE OF ACTION. WE CALLED ZDV AND CALLED FOR A CLRNC BACK TO DEN. THEY ISSUED A CLRNC BACK TO AN ARR AND ASKED IF I WOULD LIKE TO DECLARE AN EMER. I DECLINED TO DECLARE AN EMER AT THAT TIME, BUT I WOULD LATER IF THE SIT GOT ANY WORSE. AFTER FURTHER REVIEW OF OUR QRH, I DISCOVERED THAT LNDG WITH THE NOSEWHEEL STEERING WAS NOT POSSIBLE. THE DO-328 CAN BE DIFFICULT TO TAXI WITHOUT NOSEWHEEL STEERING, BUT I HAVE NEVER ACTUALLY BEEN FORCED TO TRY IT. MY FO LANDED WITHOUT INCIDENT, BUT I DISCOVERED THAT TAXIING THE AIRPLANE IN THE WINDY CONDITIONS REQUIRED ALMOST ALL OF MY CONCENTRATION. KEEPING THE ACFT ON THE TXWY REQUIRED THE USE OF BRAKES, AND ENG PWR. WE ALMOST WERE FORCED TO OVERHEAT THE BRAKES JUST TO KEEP THE AIRPLANE ON THE TXWY. I GOT THE ACFT TO THE RAMP, BUT I WAS UNABLE TO FULLY COMPLY WITH THE TAXI CLRNC I WAS ISSUED. UPON REFLECTION OF THESE EVENTS, I SHOULD HAVE MADE SURE THE GND CTLR WAS AWARE OF OUR SYS PROB. IN ADDITION, I PROBABLY WOULD HAVE TAXIED OUT OF THE WAY, AND HAD A TUG TOW US TO THE GATE. SUPPLEMENTAL INFO FROM ACN 573678: WE HAD A VERY HARD TIME MAINTAINING DIRECTIONAL CTL OF THE ACFT. WITH THE BUSY COCKPIT ENVIRONMENT, ATC, AND ACFT ABNORMALITY, WE MADE A WRONG TURN TAXIING. IN RETROSPECT, WE SHOULD HAVE DECLARED AN EMER AND REQUESTED A TUG TAKE US BACK TO THE GATE.

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.