Narrative:

Upon landing on runway xxr in ZZZ; we rolled out and exited on taxiway H with taxi and were provided taxi instructions to the ramp on txwys H; J; and T. I thought that we were short of taxiway J and I went to the right after exited the runway. After the first officer had finished his after landing flow; he looked up and realized that we were going in the wrong direction and brought that fact to my attention. I then realized that he was correct. I decided that we had the room on the taxiway to make a 180 degree turn; I moved the aircraft to the right side of the taxiway and began the turn. Just past the 90 degree point of the turn; the aircraft nosewheel left the pavement. I immediately applied the brakes. The aircraft's momentum carried us approximately 4 more ft forward off of the pavement with the nosewheel moving laterally and digging a trench into soft ground. We then contacted the ground controller; informed them of what had happened and that we would need assistance to get the aircraft out of the mud. Next we informed the passenger what had happened and that we had requested assistance. We then talked to airport operations and informed them of the situation and that we would be needing assistance. Operations informed us that they were on the phone with airport operations and making arrangements to bring us a tug. I then called dispatch and informed them of what had happened. I also talked to maintenance at this time. After the tug arrived at the aircraft we were able to better assess the situation. They plugged a headset in and informed us that the wheel was buried to the axle and that they would need to get a shovel to get to the tow bar attachment points. I then called scheduling and requested to speak with the flight manager on duty. I was informed that they would get a hold of him and call me back. At this point; crash fire rescue equipment arrived on the scene to provide additional assistance and they made a decision to call for a tow truck. Once the decision had been made to get a tow truck; we called operations and asked if they were able to arrange transportation for the passenger; they informed us that they were in the process of making those arrangements. I then spoke with flight duty manager and informed him of the situation and I was told that I needed to remain with the aircraft until it was secured at the gate and that we would be required to have a drug test. Once the buses arrived; the passenger were deplaned and the baggage was removed. The flight attendant was taken to the airport with the passenger. After the tow trucks had arrived; we devised a plan to get the aircraft unstuck. Once the nosewheel was on the pavement maintenance had requested the aircraft be towed to the gate. We established cockpit-to-ground communications with the tug and were then towed to the gate with no further difficulty. This incident occurred at the end of our duty day after we had flown 7.5 hours; had been on duty for 11 hours and spent most of the day trying to get back on schedule due to a delay that we had taken on our first leg of the day. I was tired and thought that we were on a different spot in relation to the taxiway we needed to use to get to the terminal building.

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Original NASA ASRS Text

Title: THE NOSE WHEEL OF A CL65 ATTEMPTING TO MAKE A 180 DEG TURN ON A TXWY EXITED THE TXWY AND BECAME STUCK IN THE SOIL REQUIRING A TOW TRUCK TO REMOVE IT.

Narrative: UPON LNDG ON RWY XXR IN ZZZ; WE ROLLED OUT AND EXITED ON TXWY H WITH TAXI AND WERE PROVIDED TAXI INSTRUCTIONS TO THE RAMP ON TXWYS H; J; AND T. I THOUGHT THAT WE WERE SHORT OF TXWY J AND I WENT TO THE R AFTER EXITED THE RWY. AFTER THE FO HAD FINISHED HIS AFTER LNDG FLOW; HE LOOKED UP AND REALIZED THAT WE WERE GOING IN THE WRONG DIRECTION AND BROUGHT THAT FACT TO MY ATTN. I THEN REALIZED THAT HE WAS CORRECT. I DECIDED THAT WE HAD THE ROOM ON THE TXWY TO MAKE A 180 DEG TURN; I MOVED THE ACFT TO THE R SIDE OF THE TXWY AND BEGAN THE TURN. JUST PAST THE 90 DEG POINT OF THE TURN; THE ACFT NOSEWHEEL LEFT THE PAVEMENT. I IMMEDIATELY APPLIED THE BRAKES. THE ACFT'S MOMENTUM CARRIED US APPROX 4 MORE FT FORWARD OFF OF THE PAVEMENT WITH THE NOSEWHEEL MOVING LATERALLY AND DIGGING A TRENCH INTO SOFT GND. WE THEN CONTACTED THE GND CTLR; INFORMED THEM OF WHAT HAD HAPPENED AND THAT WE WOULD NEED ASSISTANCE TO GET THE ACFT OUT OF THE MUD. NEXT WE INFORMED THE PAX WHAT HAD HAPPENED AND THAT WE HAD REQUESTED ASSISTANCE. WE THEN TALKED TO ARPT OPS AND INFORMED THEM OF THE SITUATION AND THAT WE WOULD BE NEEDING ASSISTANCE. OPS INFORMED US THAT THEY WERE ON THE PHONE WITH ARPT OPS AND MAKING ARRANGEMENTS TO BRING US A TUG. I THEN CALLED DISPATCH AND INFORMED THEM OF WHAT HAD HAPPENED. I ALSO TALKED TO MAINT AT THIS TIME. AFTER THE TUG ARRIVED AT THE ACFT WE WERE ABLE TO BETTER ASSESS THE SITUATION. THEY PLUGGED A HEADSET IN AND INFORMED US THAT THE WHEEL WAS BURIED TO THE AXLE AND THAT THEY WOULD NEED TO GET A SHOVEL TO GET TO THE TOW BAR ATTACHMENT POINTS. I THEN CALLED SCHEDULING AND REQUESTED TO SPEAK WITH THE FLT MGR ON DUTY. I WAS INFORMED THAT THEY WOULD GET A HOLD OF HIM AND CALL ME BACK. AT THIS POINT; CFR ARRIVED ON THE SCENE TO PROVIDE ADDITIONAL ASSISTANCE AND THEY MADE A DECISION TO CALL FOR A TOW TRUCK. ONCE THE DECISION HAD BEEN MADE TO GET A TOW TRUCK; WE CALLED OPS AND ASKED IF THEY WERE ABLE TO ARRANGE TRANSPORTATION FOR THE PAX; THEY INFORMED US THAT THEY WERE IN THE PROCESS OF MAKING THOSE ARRANGEMENTS. I THEN SPOKE WITH FLT DUTY MGR AND INFORMED HIM OF THE SITUATION AND I WAS TOLD THAT I NEEDED TO REMAIN WITH THE ACFT UNTIL IT WAS SECURED AT THE GATE AND THAT WE WOULD BE REQUIRED TO HAVE A DRUG TEST. ONCE THE BUSES ARRIVED; THE PAX WERE DEPLANED AND THE BAGGAGE WAS REMOVED. THE FLT ATTENDANT WAS TAKEN TO THE ARPT WITH THE PAX. AFTER THE TOW TRUCKS HAD ARRIVED; WE DEVISED A PLAN TO GET THE ACFT UNSTUCK. ONCE THE NOSEWHEEL WAS ON THE PAVEMENT MAINT HAD REQUESTED THE ACFT BE TOWED TO THE GATE. WE ESTABLISHED COCKPIT-TO-GND COMS WITH THE TUG AND WERE THEN TOWED TO THE GATE WITH NO FURTHER DIFFICULTY. THIS INCIDENT OCCURRED AT THE END OF OUR DUTY DAY AFTER WE HAD FLOWN 7.5 HRS; HAD BEEN ON DUTY FOR 11 HRS AND SPENT MOST OF THE DAY TRYING TO GET BACK ON SCHEDULE DUE TO A DELAY THAT WE HAD TAKEN ON OUR FIRST LEG OF THE DAY. I WAS TIRED AND THOUGHT THAT WE WERE ON A DIFFERENT SPOT IN RELATION TO THE TXWY WE NEEDED TO USE TO GET TO THE TERMINAL BUILDING.

Data retrieved from NASA's ASRS site as of January 2009 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.