Narrative:

Flight XXX started the approach at oxr airport. The WX at oxr was 300 ft overcast, 2 mi and broken. Our aircraft was performance limited to a flaps 45 degree landing due to the landing weight. SOP states we must have the aircraft configured at 500 ft AGL in visual condition to select flaps 45 degrees. Due to the low overcast we never had the airport in sight. We flew the missed approach procedure and held at squid intersection. I updated the flight attendant and the 30 passenger. Dispatch advised us to go to sba. This process took about 20 mins. Since our dispatch release advised us that sba WX was VFR, we proceeded to fly to sba. I asked sba approach for some delay vectors so we could prepare for the approach. They advised that there was a fog bank right along the beach. We advised approach that we were ready for the approach and they cleared us for the VOR 25 approach. We had the airport in sight, flew over the airport and then proceeded right downwind for runway 25. Sba tower cleared us for the visual for runway 25. The aircraft was already configured for landing and we had the runway in sight. However, when turning base to final, a single chime alarm was indicating an anti-skid problem. I felt that it was not safe to proceed any further so we went around. As we raised the gear, all indications of the problem cleared. We were puzzled and pulled the QRH and followed procedures. I felt it must have been just an anomaly, so we then asked tower for another visual. Our fuel was about 1200 pounds. The sun was going down which made it very hazy. On downwind we could clearly see the runway and configured the aircraft for landing. At this time the airport was still being called VFR. When the gear came down, no alarms were noted. We started our turn base to final and then the same alarms sounded. As we rolled out, the runway was almost impossible to see due to the haze. I really wanted to get on the ground, but I didn't want to jeopardize the safety of the flight so we went around again! The antiskid alarm went out as the gear was raised. Tower asked if we needed any assistance. I advised them of our situation. Tower asked if we wanted the ILS back to the airport. I elected for radar vectors. I wanted to look over some performance data and talk to company. At this time the fuel was at 1000 pounds. I felt it would be most prudent to go to a longer runway and some place that had better visibility. I asked sba approach for the smx WX. When we were approximately 10 mins out from smx we completed our normal and irregular checklists. I informed the passenger that we had an indication in the flight deck of a problem and did not go into details. I did reassure them that everything would be alright and that I would brief them on the ground in smx. We were now at 800 pounds of fuel. I wanted a clear path to the airport and being so low on fuel, I declared an emergency. I did ask about vandenburg AFB WX, but at the same time smx was in sight. Center asked if we wanted the trucks rolled and I said yes. I told center that we had smx in sight, and he cleared us for the visual and then handed us over to the smx tower. We checked in with smx tower and told them of our problem. We configured the aircraft for a flaps 45 degree landing. Tower cleared us to land on runway 30. No alarms or any indication of a brake problem on final approach or landing. I landed and added full reverse not using the brakes and using only a little more than 1/2 of the available runway. We taxied to the gate and deplaned the aircraft. We landed with 700 pounds of fuel on board.

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Original NASA ASRS Text

Title: AN EMBRAER 120 ON FINAL APCH AT 1500 FT EXECUTED A GAR AND DIVERTED DUE TO AN ANTISKID OUTBOARD WARNING LIGHT AND CHIME.

Narrative: FLT XXX STARTED THE APCH AT OXR ARPT. THE WX AT OXR WAS 300 FT OVCST, 2 MI AND BROKEN. OUR ACFT WAS PERFORMANCE LIMITED TO A FLAPS 45 DEG LNDG DUE TO THE LNDG WT. SOP STATES WE MUST HAVE THE ACFT CONFIGURED AT 500 FT AGL IN VISUAL CONDITION TO SELECT FLAPS 45 DEGS. DUE TO THE LOW OVCST WE NEVER HAD THE ARPT IN SIGHT. WE FLEW THE MISSED APCH PROC AND HELD AT SQUID INTXN. I UPDATED THE FLT ATTENDANT AND THE 30 PAX. DISPATCH ADVISED US TO GO TO SBA. THIS PROCESS TOOK ABOUT 20 MINS. SINCE OUR DISPATCH RELEASE ADVISED US THAT SBA WX WAS VFR, WE PROCEEDED TO FLY TO SBA. I ASKED SBA APCH FOR SOME DELAY VECTORS SO WE COULD PREPARE FOR THE APCH. THEY ADVISED THAT THERE WAS A FOG BANK RIGHT ALONG THE BEACH. WE ADVISED APCH THAT WE WERE READY FOR THE APCH AND THEY CLRED US FOR THE VOR 25 APCH. WE HAD THE ARPT IN SIGHT, FLEW OVER THE ARPT AND THEN PROCEEDED R DOWNWIND FOR RWY 25. SBA TWR CLRED US FOR THE VISUAL FOR RWY 25. THE ACFT WAS ALREADY CONFIGURED FOR LNDG AND WE HAD THE RWY IN SIGHT. HOWEVER, WHEN TURNING BASE TO FINAL, A SINGLE CHIME ALARM WAS INDICATING AN ANTI-SKID PROB. I FELT THAT IT WAS NOT SAFE TO PROCEED ANY FURTHER SO WE WENT AROUND. AS WE RAISED THE GEAR, ALL INDICATIONS OF THE PROB CLRED. WE WERE PUZZLED AND PULLED THE QRH AND FOLLOWED PROCS. I FELT IT MUST HAVE BEEN JUST AN ANOMALY, SO WE THEN ASKED TWR FOR ANOTHER VISUAL. OUR FUEL WAS ABOUT 1200 LBS. THE SUN WAS GOING DOWN WHICH MADE IT VERY HAZY. ON DOWNWIND WE COULD CLRLY SEE THE RWY AND CONFIGURED THE ACFT FOR LNDG. AT THIS TIME THE ARPT WAS STILL BEING CALLED VFR. WHEN THE GEAR CAME DOWN, NO ALARMS WERE NOTED. WE STARTED OUR TURN BASE TO FINAL AND THEN THE SAME ALARMS SOUNDED. AS WE ROLLED OUT, THE RWY WAS ALMOST IMPOSSIBLE TO SEE DUE TO THE HAZE. I REALLY WANTED TO GET ON THE GND, BUT I DIDN'T WANT TO JEOPARDIZE THE SAFETY OF THE FLT SO WE WENT AROUND AGAIN! THE ANTISKID ALARM WENT OUT AS THE GEAR WAS RAISED. TWR ASKED IF WE NEEDED ANY ASSISTANCE. I ADVISED THEM OF OUR SIT. TWR ASKED IF WE WANTED THE ILS BACK TO THE ARPT. I ELECTED FOR RADAR VECTORS. I WANTED TO LOOK OVER SOME PERFORMANCE DATA AND TALK TO COMPANY. AT THIS TIME THE FUEL WAS AT 1000 LBS. I FELT IT WOULD BE MOST PRUDENT TO GO TO A LONGER RWY AND SOME PLACE THAT HAD BETTER VISIBILITY. I ASKED SBA APCH FOR THE SMX WX. WHEN WE WERE APPROX 10 MINS OUT FROM SMX WE COMPLETED OUR NORMAL AND IRREGULAR CHKLISTS. I INFORMED THE PAX THAT WE HAD AN INDICATION IN THE FLT DECK OF A PROB AND DID NOT GO INTO DETAILS. I DID REASSURE THEM THAT EVERYTHING WOULD BE ALRIGHT AND THAT I WOULD BRIEF THEM ON THE GND IN SMX. WE WERE NOW AT 800 LBS OF FUEL. I WANTED A CLR PATH TO THE ARPT AND BEING SO LOW ON FUEL, I DECLARED AN EMER. I DID ASK ABOUT VANDENBURG AFB WX, BUT AT THE SAME TIME SMX WAS IN SIGHT. CTR ASKED IF WE WANTED THE TRUCKS ROLLED AND I SAID YES. I TOLD CTR THAT WE HAD SMX IN SIGHT, AND HE CLRED US FOR THE VISUAL AND THEN HANDED US OVER TO THE SMX TWR. WE CHKED IN WITH SMX TWR AND TOLD THEM OF OUR PROB. WE CONFIGURED THE ACFT FOR A FLAPS 45 DEG LNDG. TWR CLRED US TO LAND ON RWY 30. NO ALARMS OR ANY INDICATION OF A BRAKE PROB ON FINAL APCH OR LNDG. I LANDED AND ADDED FULL REVERSE NOT USING THE BRAKES AND USING ONLY A LITTLE MORE THAN 1/2 OF THE AVAILABLE RWY. WE TAXIED TO THE GATE AND DEPLANED THE ACFT. WE LANDED WITH 700 LBS OF FUEL ON BOARD.

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.