Narrative:

I was captain / pilot in command (PIC) from ZZZ to ZZZ1. The aircraft was a crj 700; with 65 passengers on board; 2 flight attendants; a first officer and an additional crew. Fuel on board was approximately 10;000 lbs. With a takeoff weight of approximately 71;000 lbs.while established in the climb segment following the departure I observed an 'a/skid fault' white status message. Since we were in the departure climb in complex airspace; I waited until passing 10;000 ft. And then asked my first officer to consult the quick reference handbook (QRH) to determine the cause and/or remedy of the status message. The crj 700 QRH states the following explanation for an 'a/skid fault' white status message: 'loss of redundancy in anti-skid control unit with a possible loss of touchdown protection.' after speaking with my first officer regarding this explanation; we decided to send for landing data via the aircraft communication addressing and reporting system (ACARS) using thrust reverser credit as well as anti-skid 1 channel inoperative to account for the possible loss of redundancy.meteorological conditions at the time were favoring landing on runway xx at ZZZ1; and the following information was received: mldw 58.4 ldw 63.8 //mrlw exceeded by 5380//. Subsequent submission of the landing data returned the following information: /ldw exceeds afm limits/. Based upon the information I received; I collaborated with my first officer to determine a suitable alternative landing airport that would accommodate our degraded braking condition. After looking at nearby airports; we determined that ZZZ2 was a suitable landing airport given that the ACARS data provided acceptable landing data without restriction to land on runway xxr; a concrete surface 14;511 ft. In length. I reviewed the immediate action items with my first officer regarding braking loss / asymmetry. I notified the dispatcher on duty via ACARS that we were executing an in-flight diversion to ZZZ2 and subsequently [requested priority handling] with air traffic control and advised them of a possible braking problem with the aircraft. The crj-700 QRH states the following regarding braking loss / asymmetry: 'extreme caution is required during braking to avoid tire damage or blowout.' accordingly; I advised air traffic control to have fire and emergency medical services equipment ready upon landing. I then spoke with the lead flight attendant as well as the secondary flight attendant and informed them of the situation and to plan for an emergency landing with no requirement to brace as well as no planned evacuation so long as the landing gear assembly and/or tires were intact. I was given priority handling by air traffic control and cleared for a visual approach to runway xxr. Upon touchdown; I applied maximum reverse thrust until approximately 60 knots and then began to apply the brakes. Immediately upon applying the brakes I saw as well as felt the aircraft began to swerve to the left and I immediately released the brakes as the first officer turned off the anti-skid system. I then re-applied the brakes while regaining directional control until the aircraft came to a full and complete stop on the runway; at which time I exited the runway at taxiway left and proceeded to the gate. Upon arrival at the gate; I spoke with the maintenance controller on duty as well as the operations coordinator. A maintenance log entry was written and maintenance personnel were dispatched to the aircraft.

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Original NASA ASRS Text

Title: CRJ-700 Captain reported EICAS Antiskid status message during climb resulting in diversion to an uneventful landing.

Narrative: I was Captain / Pilot in Command (PIC) from ZZZ to ZZZ1. The aircraft was a CRJ 700; with 65 passengers on board; 2 flight attendants; a First Officer and an additional crew. Fuel on board was approximately 10;000 lbs. with a takeoff weight of approximately 71;000 lbs.While established in the climb segment following the departure I observed an 'A/SKID FAULT' white status message. Since we were in the departure climb in complex airspace; I waited until passing 10;000 ft. and then asked my First Officer to consult the Quick Reference Handbook (QRH) to determine the cause and/or remedy of the status message. The CRJ 700 QRH states the following explanation for an 'A/SKID FAULT' white status message: 'Loss of redundancy in anti-skid control unit with a possible loss of touchdown protection.' After speaking with my First Officer regarding this explanation; we decided to send for landing data via the Aircraft Communication Addressing and Reporting System (ACARS) using Thrust Reverser Credit as well as Anti-Skid 1 Channel Inoperative to account for the possible loss of redundancy.Meteorological conditions at the time were favoring landing on Runway XX at ZZZ1; and the following information was received: MLDW 58.4 LDW 63.8 //MRLW EXCEEDED BY 5380//. Subsequent submission of the landing data returned the following information: /LDW EXCEEDS AFM LIMITS/. Based upon the information I received; I collaborated with my First Officer to determine a suitable alternative landing airport that would accommodate our degraded braking condition. After looking at nearby airports; we determined that ZZZ2 was a suitable landing airport given that the ACARS data provided acceptable landing data without restriction to land on Runway XXR; a concrete surface 14;511 ft. in length. I reviewed the immediate action items with my First Officer regarding Braking Loss / Asymmetry. I notified the Dispatcher on Duty via ACARS that we were executing an in-flight diversion to ZZZ2 and subsequently [requested priority handling] with Air Traffic Control and advised them of a possible braking problem with the aircraft. The CRJ-700 QRH states the following regarding Braking Loss / Asymmetry: 'Extreme caution is required during braking to avoid tire damage or blowout.' Accordingly; I advised Air Traffic Control to have Fire and Emergency Medical Services equipment ready upon landing. I then spoke with the Lead Flight Attendant as well as the secondary Flight Attendant and informed them of the situation and to plan for an emergency landing with no requirement to brace as well as no planned evacuation so long as the landing gear assembly and/or tires were intact. I was given priority handling by Air Traffic Control and cleared for a visual approach to Runway XXR. Upon touchdown; I applied maximum reverse thrust until approximately 60 knots and then began to apply the brakes. Immediately upon applying the brakes I saw as well as felt the aircraft began to swerve to the left and I immediately released the brakes as the First Officer turned off the Anti-Skid System. I then re-applied the brakes while regaining directional control until the aircraft came to a full and complete stop on the runway; at which time I exited the runway at Taxiway L and proceeded to the gate. Upon arrival at the gate; I spoke with the Maintenance Controller on duty as well as the operations coordinator. A maintenance log entry was written and maintenance personnel were dispatched to the aircraft.

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.