ERJ-170 pilot reported receiving a Brake Fault message after reaching cruise altitude. Flight continued to destination and landed safely.
Synopsis
ERJ-170 pilot reported receiving a Brake Fault message after reaching cruise altitude. Flight continued to destination and landed safely.
Narrative
I was the PM. We leveled off at FL350 after departure from ZZZ1. Upon leveling off we had a BRK (Brake) FAULT RH (Right) and BRK FAULT LH (Left) display on the EICAS for approximately 10-20 seconds . I got out the QRH and started to run the QRH procedures then the EICAS messages extinguished. The EICAS message seemed to stay displayed longer than just a spurious message. My FO and I decided to continue to run the QRH and follow through with the QRH procedures. Due to the possibility of not having some of the brakes and having to use the emergency brake to stop upon landing. We ; my FO and I; decided to have the FA's (Flight Attendants) prepare the cabin to brace upon landing and for a possible emergency evacuation on the runway with the possibility of a brake and tire fire and to have CFR (Crash Fire Rescue) on standby. I informed MX (Maintenance) through the ACARS that we had the BRK FAULT RH and BRK FAULT LH EICAS messages and that I had written it up. I then informed Dispatch through the ACARS of the issue and that we had not declared an emergency. Dispatch informed me through ACARS that she let ZZZ know. I called the FA's with the normal cab call. The call to the FA's happened at approximately 33 minutes from landing. The FA's and I conferred and I let them know that this should be a normal landing but just in case we didn't have our normal braking that we could veer off the runway and that there was a possibility of a brake and tire fire. I informed them that I would like them to prepare for bracing upon landing and a possible emergency evacuation. Since the wind was from the north and we were landing on Runway XXL in ZZZ; I informed the FA's to expect to evacuate on the right side of the aircraft but to still look out of the windows to determine the most safest side to evacuate the aircraft due to the possible brake and tire fire. I went through with the FA's. I then informed the passengers over the PA of the situation. I reassured them that I was expecting a normal landing but that just in case of a brake issue we were going to prepare the cabin for the possibility of having braking issues. I then asked ; I believe it was ZZZ Center; to advise ZZZ Approach that we were requesting CFR to be on standby due to the possibility of not having full brakes when landing and the possibility of a brake/ tire fire upon landing. When we received our frequency change to another controller he referred to us as a [priority] aircraft. I asked ATC if they had [given us priority handling] and the controller said that they [had given us priority handling]. I then put XXXX in the transponder and used the term [priority] aircraft in our call sign. I checked in with the FA's approximately 20 minutes later to see if they were ready with the cabin prep and if they were ready to land. They said that they were almost finished and needed a few more minutes. We were handed over to ZZZ Approach and they asked if we needed more time. I requested a 3-5 minute delay vector. I called the FA's again at 3 minutes into the delay vector and they said that they were ready. We had approximately 2900lbs on the FOD (Fuel Over Destination) at this time and we were on a right downwind for XXL. We were approximately 12 to 15 nm from the field. I informed ATC that we were ready for the approach. ATC turned us in and cleared us for the ILS XXL approach. We were approximately 3-4 nm from the FAF inbound and our FOD was indicating 2600 lbs. I then declared to ZZZ Tower that we would be landing below minimum fuel. I asked Tower to relay to CFR that there was a possibility of a tire and brake fire upon landing. The Tower asked CFR on Tower frequency if they copied my transmission and CFR verified on Tower frequency that they copied my transmission. I announced the Brace; Brace command over the PA at 300-400 AGL. Upon landing the braking action was normal. We came to a stop on the runway. I informed the passenger cabin that we had a normal landing and that everything was good. We landed with 2540 lbs FOD. Tower asked us if we would like to have CFR inspect our brakes. We said yes and ATC cleared us to turn right onto [Taxiway] 1 and then right onto 2. We did as advised and came to a stop shortly after turning onto Taxiway 2. CFR inspected the brakes and said that they didn't see anything wrong with our landing gear. Tower asked me if we wanted CFR to escort us to the gate. Since our brakes responded normally and there were no EICAS messages displayed and CFR's inspection indicated nothing wrong with the brakes I decided to taxi in with no CFR escort. In hindsight I would have had CFR follow us. We then taxied in with no further events. A note for the minimum fuel call. We were going to use specific speeds after leveling off at FL 350. Once we had leveled at our cruising altitude of FL350 our FOD was Indicating 3500lbs. Our release FOD was 3555 lbs and we had 684 lbs of extra fuel. System wanted; I think .67M. Our Mach buffet 1.5 G margin was .62M to .80M. We would have been close to the dot so we ran the What If" on the PERF INIT (Performance Initialization) page for .70M. The fuel required was the same for .67M as it was for .70 M. So; we set .70 M as our cruise speed. We were still indicating 3500 lbs FOD. I believe having the delay vector combined with a long final and configuring early with flaps full; as per the QRH contributed to the minimum fuel call.We were monitoring the FOD and I felt the FA's just needed a little more time to prepare the cabin. If it was any longer I would have advised the FA's that we were going to have to land soon. However; I think that I would have checked with the FA's sooner and facilitated a quicker cabin prep."
Second reporter narrative
The Captain called us almost of initial descent; a message appeared on system the left&right brake don't work; for about 10seconds and it's gone but the Captain wanted us to prepare cabin for emergency landing in case of the brake don't work. And open right doors in the event of evacuation that perhaps to use spare brake caught in fire: because of the wind direction; left door would effect to the fire. About 30minute of prepare time we had.It was XA:15 AM. We both checked approximate landing time around XA:45 AM. Started to prepare cabin for evacuation landing: briefed 4 front ABP's and 4 ABP's (Able-bodied Passengers) doors.Acknowledged three wheel chairs to help in the event of evacuation; briefed two babies; practice brace position; it was almost to land. So we made a final prepare cabin announcement: seat back upright; fully stowed all bags to the front seat; clear the feet area. Walked final to check all the passengers. Everyone was very calm and positive. I set down in jump seat; made a last announcement for double check the seat belt; and gave passenger's positive words that we will be fine.Last before touch down: we heard brace brace" from the Captain. We did brace commend until it comes to stop. Airport fire trucks were waiting on our flight. We checked the brake and moved to the gate.All passenger's thanked pilots for safe landing; there was no injury or complaint issues. All passenger's were very helpful calm and mature."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.