Narrative:

We were in cruise flight at FL360. We were about halfway through our flight when we got a avnx mau 2A fail message on the EICAS. The first officer was the pilot flying; and remained so while I ran the QRH procedure for avnx mau 2A fail. The inflight procedure advised us of the following inoperative items: nose wheel steering; FMS 1; and autobrakes. The EICAS showed associated messages autobrake fail and FMS 1 fail. We contacted dispatch and maintenance and continued to [destination]. I told dispatch that if we had trouble with steering with differential braking and rudder on the ground; we would need a tug to the gate. They arranged to have one standing by in case we needed it.shortly before beginning the approach to runway xy; we also received a brake control fault message as well as stall prot ice speed. ATC advised us to expect runway xx; and I told them we would prefer xy which was the longer runway since we now had a possible brake malfunction. They told us to expect runway xy. I ran the QRH for brake control fault; which advised that we would have degraded braking capability and instructed us to brake normally on landing; and land with slat/flap full. I got the new numbers for the changed situation. [We were given priority handling]; possibly by ATC or company; before I had a chance to [request it]. Crash fire rescue equipment was standing by as well as our tug. We continued on the approach but at this time I noticed that due to the workload in dealing with the situation; we were going to be high on the arrival and would not be able to descend quickly enough to make a stabilized approach. I called for a go around; which we coordinated with ATC.we had about an hour and a half of fuel on board; so ATC advised us that we would be number three for the field. We came back for the approach and had an uneventful; stabilized approach. The first officer made a good flaps full landing and brought the aircraft to a stop on the runway. He stated that he did not notice any degraded braking. I took control of the aircraft; and maneuvered off the runway using rudder and differential braking. I did not have confidence in the current taxi capabilities of the aircraft to go the rest of the way to the gate; so we shut down engines and got towed to the gate. The passengers deplaned at the gate without any further complications.

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Original NASA ASRS Text

Title: ERJ170 Captain reported an electronic failure impacting multiple systems on the aircraft. Degraded brakes and steering was the most critical. Flight landed uneventfully but needed towing after clearing the runway.

Narrative: We were in cruise flight at FL360. We were about halfway through our flight when we got a AVNX MAU 2A FAIL message on the EICAS. The first officer was the pilot flying; and remained so while I ran the QRH procedure for AVNX MAU 2A FAIL. The inflight procedure advised us of the following inoperative items: Nose wheel steering; FMS 1; and Autobrakes. The EICAS showed associated messages AUTOBRAKE FAIL and FMS 1 FAIL. We contacted dispatch and maintenance and continued to [destination]. I told dispatch that if we had trouble with steering with differential braking and rudder on the ground; we would need a tug to the gate. They arranged to have one standing by in case we needed it.Shortly before beginning the approach to runway XY; we also received a BRAKE CONTROL FAULT message as well as STALL PROT ICE SPEED. ATC advised us to expect Runway XX; and I told them we would prefer XY which was the longer runway since we now had a possible brake malfunction. They told us to expect runway XY. I ran the QRH for BRAKE CONTROL FAULT; which advised that we would have degraded braking capability and instructed us to brake normally on landing; and land with Slat/Flap FULL. I got the new numbers for the changed situation. [We were given priority handling]; possibly by ATC or company; before I had a chance to [request it]. Crash Fire Rescue equipment was standing by as well as our tug. We continued on the approach but at this time I noticed that due to the workload in dealing with the situation; we were going to be high on the arrival and would not be able to descend quickly enough to make a stabilized approach. I called for a go around; which we coordinated with ATC.We had about an hour and a half of fuel on board; so ATC advised us that we would be number three for the field. We came back for the approach and had an uneventful; stabilized approach. The first officer made a good flaps full landing and brought the aircraft to a stop on the runway. He stated that he did not notice any degraded braking. I took control of the aircraft; and maneuvered off the runway using rudder and differential braking. I did not have confidence in the current taxi capabilities of the aircraft to go the rest of the way to the gate; so we shut down engines and got towed to the gate. The passengers deplaned at the gate without any further complications.

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.