Narrative:

On feb/tue/99, at approximately XA30L the right main gear exited the asphalt portion of the taxiway and buried itself into the soft grassy area paralleling the taxiway. This occurred as I, acting as sic and at the controls of the aircraft, positioned the aircraft into the wind for the run-up procedures. After an unsuccessful attempt to taxi the aircraft clear of the grassy area, we informed ground control and company maintenance of the situation. The aircraft was secured, per checklists, and tugged back to the ramp area. A subsequent inspection found no damage to the aircraft or the gear. The aircraft was returned to service and we continued with our itinerary. In my professional opinion the occurrence was the result of the following factors. First, a taxiway is an unsuitable run-up area because of its limited maneuvering room. The selection of that area for run-up purposes was marginal at best. Secondly, as I taxied the aircraft through the ramp area I asked the PIC if he wanted me to perform the run-up procedures in the ramp area. He indicated that he wanted me to perform the run- up procedures on the taxiway closer to the runway in use. At that point I should have voiced my concerns. Thirdly, CRM dictates the utilization of all available assets to perform the task at hand. I should have asked the PIC, occupying the right seat, to ensure that the clearance between the right main gear and the edge of the taxiway was adequate. The following lessons were learned as a result of this experience. In the future, I will select a more suitable run-up area, one that provides ample maneuvering room. In addition, should a conflict or difference of opinion between crew members present itself, I will voice my concerns immediately. Lastly, I will utilize better CRM skills and ensure that I adequately use all of the assets available to me to perform the task at hand.

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Original NASA ASRS Text

Title: SMT TURBOPROP CREW ALLOWED THE R MAIN GEAR TO GO OFF THE SIDE OF THE TXWY.

Narrative: ON FEB/TUE/99, AT APPROX XA30L THE R MAIN GEAR EXITED THE ASPHALT PORTION OF THE TXWY AND BURIED ITSELF INTO THE SOFT GRASSY AREA PARALLELING THE TXWY. THIS OCCURRED AS I, ACTING AS SIC AND AT THE CTLS OF THE ACFT, POSITIONED THE ACFT INTO THE WIND FOR THE RUN-UP PROCS. AFTER AN UNSUCCESSFUL ATTEMPT TO TAXI THE ACFT CLR OF THE GRASSY AREA, WE INFORMED GND CTL AND COMPANY MAINT OF THE SIT. THE ACFT WAS SECURED, PER CHKLISTS, AND TUGGED BACK TO THE RAMP AREA. A SUBSEQUENT INSPECTION FOUND NO DAMAGE TO THE ACFT OR THE GEAR. THE ACFT WAS RETURNED TO SVC AND WE CONTINUED WITH OUR ITINERARY. IN MY PROFESSIONAL OPINION THE OCCURRENCE WAS THE RESULT OF THE FOLLOWING FACTORS. FIRST, A TXWY IS AN UNSUITABLE RUN-UP AREA BECAUSE OF ITS LIMITED MANEUVERING ROOM. THE SELECTION OF THAT AREA FOR RUN-UP PURPOSES WAS MARGINAL AT BEST. SECONDLY, AS I TAXIED THE ACFT THROUGH THE RAMP AREA I ASKED THE PIC IF HE WANTED ME TO PERFORM THE RUN-UP PROCS IN THE RAMP AREA. HE INDICATED THAT HE WANTED ME TO PERFORM THE RUN- UP PROCS ON THE TXWY CLOSER TO THE RWY IN USE. AT THAT POINT I SHOULD HAVE VOICED MY CONCERNS. THIRDLY, CRM DICTATES THE UTILIZATION OF ALL AVAILABLE ASSETS TO PERFORM THE TASK AT HAND. I SHOULD HAVE ASKED THE PIC, OCCUPYING THE R SEAT, TO ENSURE THAT THE CLRNC BTWN THE R MAIN GEAR AND THE EDGE OF THE TXWY WAS ADEQUATE. THE FOLLOWING LESSONS WERE LEARNED AS A RESULT OF THIS EXPERIENCE. IN THE FUTURE, I WILL SELECT A MORE SUITABLE RUN-UP AREA, ONE THAT PROVIDES AMPLE MANEUVERING ROOM. IN ADDITION, SHOULD A CONFLICT OR DIFFERENCE OF OPINION BTWN CREW MEMBERS PRESENT ITSELF, I WILL VOICE MY CONCERNS IMMEDIATELY. LASTLY, I WILL UTILIZE BETTER CRM SKILLS AND ENSURE THAT I ADEQUATELY USE ALL OF THE ASSETS AVAILABLE TO ME TO PERFORM THE TASK AT HAND.

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.