Narrative:

I was the pilot flying and captain on flight to ZZZ. We were on the ILS to runway xx at ZZZ. At approximately 600 feet AGL; we received two EICAS messages -- lh and rh brake fault. The autobrakes that were set to med for landing also kicked off. We executed a go-around and climbed via the tower assigned heading to 2;000 feet. We asked approach for vectors while we ran the QRH procedure.while running the checklist procedure; we attempted to contact dispatch via ACARS; however; the ACARS had also failed at some point during flight or the go-around and it was hard failure that could not be reset. We made several attempts to contact dispatch [on several frequencies]. None of the frequencies in that area worked including the frequency listed for [the] airport. We eventually were able to make contact with dispatch via a phone patch through ZZZ operations. After discussing the QRH procedure and non-normal landing distance with the first officer and the dispatcher; we made the decision to land [at destination airport].I advised the flight attendants and passengers of the precautionary landing via our QRH checklist and we proceeded to fly another ILS approach. After landing and clearing the runway; it was evident that both the outboard brakes had failed. The outboard brake temperatures were reading ambient air temperature and the inboard brake temperatures were excessively hot. [After inspection]; we proceeded to the gate and deplaned the aircraft with any further issues.the outboard brakes on both main landing gear failed triggering the EICAS messages prior to landing.in hindsight; it probably would have been a safer and more conservative course of action to land at [a nearby alternate] with a longer runway. However; the QRH procedure for the calculation of the non-normal landing distance indicated we had plenty of runway at [destination] and the dispatcher we spoke with concurred. One item that complicated matters while trying to troubleshoot the problem and create a plan of action was the difficulty in contacting dispatch. The ACARS datalink timeout we had is a common problem on the 190 and has been for some time and has been for some time. However; this was further complicated with the ZZZ dispatch direct VHF frequency not working for us. I have attempted to use this frequency on more than one occasion on the ground and in the air with no luck. I am not sure if the frequency does not work or if dispatch is just not monitoring it. It would be great if we could ensure these frequencies are working and monitored for situations like ours.

Google
 

Original NASA ASRS Text

Title: ERJ-190 flight crew reported a normal landing after failure of outboard brakes on both main landing gear.

Narrative: I was the Pilot Flying and Captain on flight to ZZZ. We were on the ILS to Runway XX at ZZZ. At approximately 600 feet AGL; we received two EICAS messages -- LH and RH Brake Fault. The autobrakes that were set to MED for landing also kicked off. We executed a go-around and climbed via the Tower assigned heading to 2;000 feet. We asked Approach for vectors while we ran the QRH procedure.While running the checklist procedure; we attempted to contact Dispatch via ACARS; however; the ACARS had also failed at some point during flight or the go-around and it was hard failure that could not be reset. We made several attempts to contact Dispatch [on several frequencies]. None of the frequencies in that area worked including the frequency listed for [the] airport. We eventually were able to make contact with Dispatch via a phone patch through ZZZ Operations. After discussing the QRH procedure and Non-Normal Landing Distance with the First Officer and the Dispatcher; we made the decision to land [at destination airport].I advised the flight attendants and passengers of the precautionary landing via our QRH Checklist and we proceeded to fly another ILS approach. After landing and clearing the runway; it was evident that both the outboard brakes had failed. The outboard brake temperatures were reading ambient air temperature and the inboard brake temperatures were excessively hot. [After inspection]; we proceeded to the gate and deplaned the aircraft with any further issues.The outboard brakes on both main landing gear failed triggering the EICAS messages prior to landing.In hindsight; it probably would have been a safer and more conservative course of action to land at [a nearby alternate] with a longer runway. However; the QRH procedure for the calculation of the non-normal landing distance indicated we had plenty of runway at [destination] and the Dispatcher we spoke with concurred. One item that complicated matters while trying to troubleshoot the problem and create a plan of action was the difficulty in contacting Dispatch. The ACARS Datalink Timeout we had is a common problem on the 190 and has been for some time and has been for some time. However; this was further complicated with the ZZZ Dispatch Direct VHF frequency not working for us. I have attempted to use this frequency on more than one occasion on the ground and in the air with no luck. I am not sure if the frequency does not work or if Dispatch is just not monitoring it. It would be great if we could ensure these frequencies are working and monitored for situations like ours.

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.