2022-03 · NASA ASRS report 1884529
EMB-170 flight crew reported the Parking Brake Not Released EICAS message displayed in cruise. After running the QRH; the message disappeared; but flashed several times. During descent; the message reappeared and would not clear. The Flight Crew requested priority handling and made a precautionary landing at destination airport.
We took Aircraft X in ZZZ1 from another crew that was deadheading on our flight to ZZZ; the previous Captain had written up the aircraft due to the emergency/parking brake light illuminated during take and in flight; Maintenance came out; took the parking brake handle apart; clean a sensor; and Operations check came back good; we departure ZZZ1 and everything was normal until about half way through the flight; at cruise of FL210 the emergency/parking brake light illuminated and we got the EICAS message parking brake not released; I as PF (Pilot Flying) called for the QRH and the checklist was run by my FO (First Officer); after cycling the brake handle; the message and light extinguished ending the QRH procedure; we started our descent shortly after this; during the descent; the light flicked on and off several time but the EICAS; never came back on during this time; after being clear for the approach; the light flickered several times and the EICAS message came back on; but turned back off shortly after; as I was calling for gear down the light and EICAS message came back on; and stayed on; I cycled the brake handle one last time but this time it did not clear the message; we initiated a go-around and asked for delayed vectors to run the QRH for the second time; I took the radios and my FO ran the QRH; I made an announcement to the cabin; after running the QRH procedure the message did not clear and the light stayed illuminated; we decide the best plan of action was to request priority handling as we did not if the brakes were engaged or not; I communicated with the cabin crew about the situation; they prepared the cabin as the FO and I prepared for a second approach; we followed the guidance of the QRH for speed and aircraft configuration and preceded with the approach; it was decided to use a brace call due to the fact that we didn't know if the brake was engaged or not; at roughly 30 seconds before tough down; I had my FO call the brace since I was the PF; touchdown and roll out was normal; during the taxi in; the parking brake not released message extinguished and was replaced by a emergency brake fault message; we taxied to the gate without further incident.This event highlights a couple of things for me as Captain; overall I think my crew did an outstanding job handling the situation; from the go-around to communication between the cockpit and cabin to preparing the cabin to the brace being called; but there are a few things that I think can be brought to light; 1st. We had a prejudice about the message since it had been written up in ZZZ1 and had happen to us in cruise; so when it happened on approach I made the decision to drop the gear to see if that would clear the message; instead I should have initiated the go around instead of continuing the approach; 2nd. When called the FAs (Flight Attendants) using the Emergency call button I gave them the NTSB information as I have done several times in the simulators; when I got to the brace call I said I don't anticipate a brace call; as we finished getting ready for the approach it dawned on me; I didn't know if the parking brake was engaged or not; just because this happened on the previous flight and it went away and cleared for us earlier doesn't mean that we don't have a real problem with the parking brake being engaged; I believe I didn't this again because of the prejudice I had that it was just a sensor problem; but I didn't know; I treated this message as if we had the parking brake engaged in every other aspect except the brace call; after this realization I called back my FAs and told them we will be bracing; another aspect of this that I have realized is my calls to the cabin; I had been told years ago tell the cabin you will be landing and that CFR will be there to look at the aircraft; but not to tell them too much as we don't want to scare them; I did talk over the PA several times; but I believe I didn't tell them enough about what was going on; I did tellthem that CFR would be meeting us to take a look after we landed but not much else; I believe I could have worded my announcement better to bring more comfort to the passenger which I overlooked due to the stress of landing a plane potential with the brakes engaged; this was the first time I have had to [request priority handling] as Captain; and it was an incredible learning experience that I will not soon forget.
It was the last leg of our trip and we swapped aircraft. The crew operating the inbound flight on the airplane happened to be deadheading back to ZZZ with us. They told us that on climb out they received the EICAS message PARKING BRAKE NOT RELEASED and it stayed on until the descent into ZZZ1 and turned off at 15;000 ft. They had written it up and maintenance came out. Once they had signed it off we departed. On climbout the messages flickered but went out after the QRH procedure. It didn't come on again until 4000 ft. setting up for the approach. We continued to get ready to land hoping it would go out like it had for the last crew. At 1;000 ft. we decided to go around because it hadn't gone out. We did the QRH procedure again but it didn't go out. We decided to request priority handling in accordance with the QRH because we didn't know if it was a sensor error or a real message. After going back and forth we also decided to brace for the [event] in case it was real. This was a hard decision though because we had the bias that it was just a sensor problem. The Captain landed uneventfully and smoothly then we taxied to the gate.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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