Narrative:

On initial climb out; we received two status EICAS messages 'rt brake fault' and 'lt brake fault'. Messages were initially displayed for a few seconds and then disappeared.I sent a message to maintenance control and dispatch in regards to the EICAS messages. They confirmed that both messages had appeared after takeoff for 3 seconds. I informed via ACARS that it would be written it up in the aircraft maintenance log and to please let our mechanics know that there would be a write-up upon arrival. Forty five minutes later the messages reappeared again; but then disappeared. I sent an ACARS message to both maintenance control and dispatch. I received the following ACARS message: 'per maintenance control. Comply with QRH pg.62; dispatch' and a second message with landing distance calculations.first officer (first officer) and I discussed the situation and we agreed [on a course of action]. I conferred with dispatcher about it and he agreed. I asked dispatcher to notify operations and the mechanics so that they could coordinate with fire/rescue about towing the aircraft off the runway to the gate. I [coordinated] with center and asked them to advise approach and tower of the situation and that upon landing we would stop on the runway and have our mechanics tow the plane to the gate.I called both flight attendants (flight attendant) and informed them of the situation and plan of action upon arrival. Flight attendant told me that they would review their procedures and be prepared in case the situation would lead into an unplanned evacuation. I made a PA to the passengers informing them of the situation and that fire/rescue would be inspecting the landing gear upon stopping and that once the ok was given; we would be towed to the gate.after reviewing and discussing the QRH procedure with first officer; I proceeded to comply with it. At all times; I kept first officer in the loop and we discussed our options and scenarios. During the final descent; I took control of the aircraft and became the flying pilot and we were given vector to a 15 mile final on the ILS. I asked first officer to turn the APU 'on' so that we could shutdown the engines on the runway.it was a normal landing and it seems that the brakes worked. We stopped and I set the parking brake and shutdown both engines. Fire rescue inspected the aircraft and found no sign of smoke or hydraulic fluid leak. I made a PA to the passengers to remain seated. That fire/rescue had given the thumbs up for maintenance to approach the aircraft so that we could be towed to the gate. Upon arrival at the gate; I made a final PA to the passengers from the first class flight attendant station.we deplaned all the passengers. Two mechanics came onboard. They were not very familiar with the 190 so I helped them access the central monitoring computer (cmc) so that they could pull the necessary information that maintenance control was requesting. Flight was canceled and we went to the hotel. The following day; after the plane was fixed; we repositioned the aircraft. The fault messages never reappeared again during our reposition flight.

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Original NASA ASRS Text

Title: An EMB-190 Captain experiences two EICAS status messages 'RT BRAKE FAULT' and 'LT BRAKE FAULT' that disappear after three seconds during initial climb out. The faults appear and disappear again later in the flight. Upon landing at the destination airport the brakes appeared to function normally.

Narrative: On initial climb out; we received two status EICAS messages 'RT BRAKE FAULT' and 'LT BRAKE FAULT'. Messages were initially displayed for a few seconds and then disappeared.I sent a message to Maintenance Control and Dispatch in regards to the EICAS messages. They confirmed that both messages had appeared after takeoff for 3 seconds. I informed via ACARS that it would be written it up in the Aircraft Maintenance Log and to please let our mechanics know that there would be a write-up upon arrival. Forty five minutes later the messages reappeared again; but then disappeared. I sent an ACARS message to both Maintenance Control and Dispatch. I received the following ACARS message: 'Per Maintenance Control. Comply with QRH Pg.62; Dispatch' and a second message with landing distance calculations.First Officer (FO) and I discussed the situation and we agreed [on a course of action]. I conferred with Dispatcher about it and he agreed. I asked Dispatcher to notify Operations and the mechanics so that they could coordinate with Fire/Rescue about towing the aircraft off the runway to the gate. I [coordinated] with Center and asked them to advise Approach and Tower of the situation and that upon landing we would stop on the runway and have our mechanics tow the plane to the gate.I called both Flight Attendants (FA) and informed them of the situation and plan of action upon arrival. FA told me that they would review their procedures and be prepared in case the situation would lead into an unplanned evacuation. I made a PA to the passengers informing them of the situation and that Fire/Rescue would be inspecting the landing gear upon stopping and that once the ok was given; we would be towed to the gate.After reviewing and discussing the QRH procedure with FO; I proceeded to comply with it. At all times; I kept FO in the loop and we discussed our options and scenarios. During the final descent; I took control of the aircraft and became the flying pilot and we were given vector to a 15 mile final on the ILS. I asked FO to turn the APU 'on' so that we could shutdown the engines on the runway.It was a normal landing and it seems that the brakes worked. We stopped and I set the parking brake and shutdown both engines. Fire Rescue inspected the aircraft and found no sign of smoke or hydraulic fluid leak. I made a PA to the passengers to remain seated. That Fire/Rescue had given the thumbs up for maintenance to approach the aircraft so that we could be towed to the gate. Upon arrival at the gate; I made a final PA to the passengers from the first class FA station.We deplaned all the passengers. Two mechanics came onboard. They were not very familiar with the 190 so I helped them access the Central Monitoring Computer (CMC) so that they could pull the necessary information that Maintenance Control was requesting. Flight was canceled and we went to the hotel. The following day; after the plane was fixed; we repositioned the aircraft. The fault messages never reappeared again during our reposition flight.

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.