What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 12/15/2024 at approximately 1735 CST the aircraft received a “gld unsafe” caution message during climb out, at approximately 10,000 feet. Quick reference handbook (qrh) procedures stated to increase landing distance by 40% and added the task of manually arming gld after touchdown. The crew elected to continue to fsd since landing distance was acceptable. On final approach they received an ”anti-skid outbd” caution message and had to break off the approach. Qrh procedures determined an additional 85% increase in landing distance. This would be at least 12,000 feet. There was not enough fuel to reach an airport with 12,000 feet. Minneapolis, MN (msp) was the only option, with a 10,000 foot runway. The crew declared an emergency and diverted to msp. The aircraft landed without incident.
Prior to this incident on 12/15/2024 the aircraft had an anti-skid caution message while pulling into the gate. The #1 outboard wheel speed transducer was replaced, as documented on aml 1492989. The aircraft was released for flight.
After diversion to msp another #1 outboard wheel speed transducer was replaced and documented on AML1493140.
After this incident, on 12/16/2024 aml 1493405 has a discrepancy of anti-skid outboard caution message. MEL 32-44-1A was applied.
On 12/16/2024 the aircraft received an anti-skid outboard caution message and outboard ground spoiler fault status message when making a turn to line up with the runway. The aircraft had excessive sway left and right during the turn. After landing the anti-skid control unit was replaced and documented on aml 1493524. The left main landing gear outboard harness was replaced and documented on aml 1493920. The operational check is recorded on aml 1494266.
The spoiler fault message appears to be unrelated to this incident and was verified as corrected.
Testing documented on CP29346391 on 12/19/2024 showed anti-skid faults have been corrected. The left main landing gear harness was the most likely cause. All procedures were followed.
As the FAA filed it
ON 12/15/2024 AT APPROXIMATELY 1735 CST THE AIRCRAFT RECEIVED A “GLD UNSAFE” CAUTION MESSAGE DURING CLIMB OUT, AT APPROXIMATELY 10,000 FEET. QUICK REFERENCE HANDBOOK (QRH) PROCEDURES STATED TO INCREASE LANDING DISTANCE BY 40% AND ADDED THE TASK OF MANUALLY ARMING GLD AFTER TOUCHDOWN. THE CREW ELECTED TO CONTINUE TO FSD SINCE LANDING DISTANCE WAS ACCEPTABLE. ON FINAL APPROACH THEY RECEIVED AN ”ANTI-SKID OUTBD” CAUTION MESSAGE AND HAD TO BREAK OFF THE APPROACH. QRH PROCEDURES DETERMINED AN ADDITIONAL 85% INCREASE IN LANDING DISTANCE. THIS WOULD BE AT LEAST 12,000 FEET. THERE WAS NOT ENOUGH FUEL TO REACH AN AIRPORT WITH 12,000 FEET. MINNEAPOLIS, MN (MSP) WAS THE ONLY OPTION, WITH A 10,000 FOOT RUNWAY. THE CREW DECLARED AN EMERGENCY AND DIVERTED TO MSP. THE AIRCRAFT LANDED WITHOUT INCIDENT.
PRIOR TO THIS INCIDENT ON 12/15/2024 THE AIRCRAFT HAD AN ANTI-SKID CAUTION MESSAGE WHILE PULLING INTO THE GATE. THE #1 OUTBOARD WHEEL SPEED TRANSDUCER WAS REPLACED, AS DOCUMENTED ON AML 1492989. THE AIRCRAFT WAS RELEASED FOR FLIGHT.
AFTER DIVERSION TO MSP ANOTHER #1 OUTBOARD WHEEL SPEED TRANSDUCER WAS REPLACED AND DOCUMENTED ON AML1493140.
AFTER THIS INCIDENT, ON 12/16/2024 AML 1493405 HAS A DISCREPANCY OF ANTI-SKID OUTBOARD CAUTION MESSAGE. MEL 32-44-1A WAS APPLIED.
ON 12/16/2024 THE AIRCRAFT RECEIVED AN ANTI-SKID OUTBOARD CAUTION MESSAGE AND OUTBOARD GROUND SPOILER FAULT STATUS MESSAGE WHEN MAKING A TURN TO LINE UP WITH THE RUNWAY. THE AIRCRAFT HAD EXCESSIVE SWAY LEFT AND RIGHT DURING THE TURN. AFTER LANDING THE ANTI-SKID CONTROL UNIT WAS REPLACED AND DOCUMENTED ON AML 1493524. THE LEFT MAIN LANDING GEAR OUTBOARD HARNESS WAS REPLACED AND DOCUMENTED ON AML 1493920. THE OPERATIONAL CHECK IS RECORDED ON AML 1494266.
THE SPOILER FAULT MESSAGE APPEARS TO BE UNRELATED TO THIS INCIDENT AND WAS VERIFIED AS CORRECTED.
TESTING DOCUMENTED ON CP29346391 ON 12/19/2024 SHOWED ANTI-SKID FAULTS HAVE BEEN CORRECTED. THE LEFT MAIN LANDING GEAR HARNESS WAS THE MOST LIKELY CAUSE. ALL PROCEDURES WERE FOLLOWED.