Narrative:

Initially; I was the pilot monitoring on this flight and the first officer executed a normal landing after a stabilized approach. Upon decelerating through approximately 70-80 knots; we received a brake system 1 fault and nosewheel steering fault ECAM. As the captain; I then took control of the aircraft. At the moment; I was still able to steer the airplane through the rudder pedals and we were decelerating normally. At that moment; the brakes were working. At approximately 30-40 knots and with a few thousand feet of runway still in front of us; we decided to recycle the anti skid/nosewheel steering switch. This was unsuccessful as both ECAM fault messages remained. The tower then asked us if we could expedite clearing the runway. The first officer replied that we had a brake and steering issue and they then sent the airplane behind us around. My main priority was stopping the airplane safely and not expediting with uncertain braking and steering on a high speed taxiway.I was able to slow the airplane to approximately 10-15 knots when the tower asked us if we were able to clear the runway. I initially tried to do so and the airplane began turning where I wanted it to go; but then both the brakes and steering completely failed. At that moment; my main concern was not heading off the hard surface and into the grass. I used differential power to execute what was basically a 180 degree turn back towards the runway centerline. Once we had the direction under control and leaving the hard surface was no longer a threat; I called for the loss of braking; immediate action items. They were carried out and we brought the airplane to a safe stop. At no point did we depart the hard surface and there was no damage to the aircraft nor to any ground lighting/equipment. We advised the tower of our situation and they closed the runway and sent the trucks out (crash fire rescue equipment [crash fire rescue]) to look us over. After the situation was stabilized; I briefed the flight attendants and then our passengers; explaining that we had experienced a steering malfunction and would have to be towed to the gate. We were towed back to the gate and the passengers were safely deplaned. I conducted a debriefing with the crew and then later with the [chief pilot] (on speaker phone with the first officer and myself). Later; upon arrival at the hotel; I called [maintenance control] to close the loop. [Maintenance control] advised that they had found the problem; a canon plug connecting the brake/steer by wire systems with the actual mechanical units had somehow come off; and thus would have prevented us from steering or braking the aircraft by the normal means.

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Original NASA ASRS Text

Title: A320 flight crew reported a loss of braking and nosewheel steering.

Narrative: Initially; I was the pilot monitoring on this flight and the First Officer executed a normal landing after a stabilized approach. Upon decelerating through approximately 70-80 knots; we received a BRAKE SYSTEM 1 FAULT and NOSEWHEEL STEERING FAULT ECAM. As the Captain; I then took control of the aircraft. At the moment; I was still able to steer the airplane through the rudder pedals and we were decelerating normally. At that moment; the brakes were working. At approximately 30-40 knots and with a few thousand feet of runway still in front of us; we decided to recycle the ANTI SKID/NOSEWHEEL STEERING switch. This was unsuccessful as both ECAM fault messages remained. The tower then asked us if we could expedite clearing the runway. The First Officer replied that we had a brake and steering issue and they then sent the airplane behind us around. My main priority was stopping the airplane safely and not expediting with uncertain braking and steering on a high speed taxiway.I was able to slow the airplane to approximately 10-15 knots when the tower asked us if we were able to clear the runway. I initially tried to do so and the airplane began turning where I wanted it to go; but then both the brakes and steering completely failed. At that moment; my main concern was not heading off the hard surface and into the grass. I used differential power to execute what was basically a 180 degree turn back towards the runway centerline. Once we had the direction under control and leaving the hard surface was no longer a threat; I called for the Loss of Braking; Immediate Action Items. They were carried out and we brought the airplane to a safe stop. At no point did we depart the hard surface and there was no damage to the aircraft nor to any ground lighting/equipment. We advised the tower of our situation and they closed the runway and sent the trucks out (CFR [Crash Fire Rescue]) to look us over. After the situation was stabilized; I briefed the flight attendants and then our passengers; explaining that we had experienced a steering malfunction and would have to be towed to the gate. We were towed back to the gate and the passengers were safely deplaned. I conducted a debriefing with the crew and then later with the [Chief Pilot] (on speaker phone with the First Officer and myself). Later; upon arrival at the hotel; I called [Maintenance Control] to close the loop. [Maintenance Control] advised that they had found the problem; a canon plug connecting the brake/steer by wire systems with the actual mechanical units had somehow come off; and thus would have prevented us from steering or braking the aircraft by the normal means.

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.