Narrative:

At or about 2;000 feet AGL we got 2 EICAS messages and the auto brakes clicked off. The messages were rh brake fault and lh brake fault. I was the pilot flying so I took the radios and the captain checked the QRH. Upon checking the QRH the captain did not believe that a go around was necessary. He stated that the QRH had a ground reset procedure and there was a note that said to expect asymmetrical braking on landing. He also stated that it said if appropriate see the next page. I agreed that in that case a go around was not necessary and we could land normally knowing that we had almost twice the amount of required landing distance even if there was an issue. I had repeatedly considered going around but I was thrown off by fact that the messages were blue in color. That was one of the main reasons that I agreed with the captain's assessment. After landing and relooking at the QRH we realized our error; the QRH says to accomplish the checklists not 'when appropriate'. Upon landing in the rush of talking on two different frequencies and accomplishing the necessary after landing items I delayed looking at the status page to check the brakes. Upon reaching the ramp; we got a brake overheat message. The captain immediately stopped the aircraft and asked me to call for fire trucks. I did so and then ran the QRH for brake overheat. I then informed ops of the fact that we needed to be chalked and eventually towed in. The captain let the flight attendants and the passengers know of the situation and to remain seated. I sent a message to dispatch informing them. The fire department arrived and cooled the brakes with fans and we were towed to the gate with no further incident.this could have been prevented by being more conservative with our decision after the fault appeared. It was a rushed process that led to a faulty decision. Colors of indications are very prominently relied on in our training; I will not; focus so much on the color of the message from now on but will simply make the cautious decision to go around and dig deeper if something like this ever happens again.

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Original NASA ASRS Text

Title: An ERJ-175 EICAS alerted BRK LH FAULT and BRK RH FAULT when the landing gear were lowered. The crew incorrectly decided the EICAS was an advisory alert because it was colored blue. After landing; overheated brakes required the aircraft be chocked while Fire Crews cooled the brakes with fans prior to a tow to the gate.

Narrative: At or about 2;000 feet AGL we got 2 EICAS messages and the auto brakes clicked off. The messages were RH brake fault and LH brake fault. I was the pilot flying so I took the radios and the captain checked the QRH. Upon checking the QRH the captain did not believe that a go around was necessary. He stated that the QRH had a ground reset procedure and there was a note that said to expect asymmetrical braking on landing. He also stated that it said if appropriate see the next page. I agreed that in that case a go around was not necessary and we could land normally knowing that we had almost twice the amount of required landing distance even if there was an issue. I had repeatedly considered going around but I was thrown off by fact that the messages were blue in color. That was one of the main reasons that I agreed with the captain's assessment. After landing and relooking at the QRH we realized our error; the QRH says to accomplish the checklists not 'when appropriate'. Upon landing in the rush of talking on two different frequencies and accomplishing the necessary after landing items I delayed looking at the status page to check the brakes. Upon reaching the ramp; we got a brake overheat message. The Captain immediately stopped the aircraft and asked me to call for fire trucks. I did so and then ran the QRH for Brake overheat. I then informed ops of the fact that we needed to be chalked and eventually towed in. The captain let the flight attendants and the passengers know of the situation and to remain seated. I sent a message to dispatch informing them. The fire department arrived and cooled the brakes with fans and we were towed to the gate with no further incident.This could have been prevented by being more conservative with our decision after the fault appeared. It was a rushed process that led to a faulty decision. Colors of indications are very prominently relied on in our training; I will not; focus so much on the color of the message from now on but will simply make the cautious decision to go around and dig deeper if something like this ever happens again.

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.