Narrative:

During descent into las on the SUNST4 arrival and passing through 14000 feet;we received a master caution with the associated EICAS message of pkng brk not released. We requested a hold and were given point ipumy at 12000 ft. We ran the associated checklist; resetting the parking brake. The light remained on and we elected to land at las with emergency response on standby. We attempted to contact dispatch and maintenance via operations frequency (they were unable to transfer our calls) and via airnc (no response on frequency). We finally sent an ACARS message informing dispatch of our plan. We notified the fas (flight attendants) of our plan and we were not anticipating an evacuation on the ground. I made a PA to let the passengers know of the issue. I also cycled the parking brake one final time to try to reset the light. We notified ATC that we were [requesting priority handling] and requested emergency response in case of blown tires.during the descent; the master caution went out. We elected to maintain [priority handling] since did not know the issue with the brakes. I also verbalized I did not intend to use reverse thrust to prevent adverse thrust and FOD ingestion.on landing; we did have a slight drag on the right side of the aircraft; but was notified by the ground responders that all four tires were intact. We taxied to the gate with the trucks following and deplaned as normal.the following flight was canceled due to this brake issue becoming a trend (previously noted on an earlier flight but the light reset prior to checklist usage per an aml (aircraft maintenance logbook) entry.

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Original NASA ASRS Text

Title: Captain reported Parking Brake EICAS warning annunciation during landing approach.

Narrative: During descent into LAS on the SUNST4 arrival and passing through 14000 feet;we received a MASTER CAUTION with the associated EICAS message of PKNG BRK NOT RELEASED. We requested a hold and were given point IPUMY at 12000 ft. We ran the associated checklist; resetting the parking brake. The light remained on and we elected to land at LAS with emergency response on standby. We attempted to contact Dispatch and Maintenance via Operations Frequency (they were unable to transfer our calls) and via AIRNC (no response on frequency). We finally sent an ACARS message informing Dispatch of our plan. We notified the FAs (Flight Attendants) of our plan and we were not anticipating an evacuation on the ground. I made a PA to let the passengers know of the issue. I also cycled the parking brake one final time to try to reset the light. We notified ATC that we were [requesting priority handling] and requested emergency response in case of blown tires.During the descent; the MASTER CAUTION went out. We elected to maintain [priority handling] since did not know the issue with the brakes. I also verbalized I did not intend to use reverse thrust to prevent adverse thrust and FOD ingestion.On landing; we did have a slight drag on the right side of the aircraft; but was notified by the ground responders that all four tires were intact. We taxied to the gate with the trucks following and deplaned as normal.The following flight was canceled due to this brake issue becoming a trend (previously noted on an earlier flight but the light reset prior to checklist usage per an AML (Aircraft Maintenance Logbook) entry.

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.