Narrative:

At FL330 we heard several bangs which were similar to the sound of a galley cart when it hits the galley. We thought it was odd. Once or twice; it may be the cart but several loud bangs it wasn't normal. As I was about to contact the flight attendants to ask them if they made those sounds; we got multiple cas messages ' avnx mau 3A fail; spoiler fault; at fail; ap fail; and other cas messages that was associated with the failure of the avnx mau 3A failure initially. Then we got several cas messages afterwards and non-annunciated items later. Immediately after the messages came up I made some slight turns and pitch changes to have a feel of the situation. Then I transferred the controls to the first officer who indicated he lost some information on his mfd for navigation. So he was relying on my side's mfd for orientation. I then asked him to take the radios as well. At the same time I turned all the signs on and called the a flight attendant and indicated to them to be seated and I will call them back soon. Then I declared an emergency. I looked at the mfd flight control page and contacted a flight attendant and instructed her to check if the flight control panels were flush. Then we made some slight turns. Mfd indicated dashes on the spoilers on both wings and amber on the right-hand aileron with dashes. The flight attendant came back and indicated that there were flush as best as she can describe it to me. I indicted to the flight attendant that we declared an emergency and that we will be landing very soon and I will be making a PA announcement shortly.after careful assessment; the most conservative information (spoiler fault) in determining the un-factored landing distance was 1.45 at a weight of 68;000 lbs plus 1000 feet is more than enough for the runway we are planning on using. We were going in with full flaps. I indicated to the flight attendant we will stop on the runway for a few minutes afterwards and they will hear from me if in case we have to evacuate. Then I took control of the airplane and asked the first officer to go over the QRH to make sure that we did everything. The flight controls were still sluggish and we only made shallow turns as to not aggravate the situation. After we lowered the landing gear we got the cas message brake control fault. We checked the mfd status page and the ob brakes were dashes and the applicable QRH. We then indicated to ATC that we only have partial brakes working. I touched down firmly to help dissipate the energy we were carrying on landing. I tried to engage both engine reversers but engine one reverser is the only one that worked. Engine two reverser thrust lever does not want to go from ground idle to min/max reversers so I had to use more pedal braking to slow the plane down. After we landed we remained on the runway and had the emergency crew check the main brakes. The ib brakes went up to 210. Then we proceeded to the gate. We parked and shutdown as normal then several more non-normal cas messages showed up.

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Original NASA ASRS Text

Title: An EMB170 Captain experienced a AVNX MAU 3A failure at FL330 and declared an emergency. Associated faults of SPOILER FAULT; AT FAIL AP FAIL; and BRAKE CONTROL FAULT were also annunciated. The flight landed safely at the destination airport.

Narrative: At FL330 we heard several bangs which were similar to the sound of a galley cart when it hits the galley. We thought it was odd. Once or twice; it may be the cart but several loud bangs it wasn't normal. As I was about to contact the flight attendants to ask them if they made those sounds; we got multiple CAS messages ' AVNX MAU 3A FAIL; SPOILER FAULT; AT FAIL; AP FAIL; and other CAS messages that was associated with the failure of the AVNX MAU 3A Failure initially. Then we got several CAS messages afterwards and non-annunciated items later. Immediately after the messages came up I made some slight turns and pitch changes to have a feel of the situation. Then I transferred the controls to the First Officer who indicated he lost some information on his MFD for navigation. So he was relying on my side's MFD for orientation. I then asked him to take the radios as well. At the same time I turned all the signs on and called the A Flight Attendant and indicated to them to be seated and I will call them back soon. Then I declared an emergency. I looked at the MFD Flight control page and contacted a Flight Attendant and instructed her to check if the flight control panels were flush. Then we made some slight turns. MFD indicated dashes on the spoilers on both wings and amber on the right-hand aileron with dashes. The Flight Attendant came back and indicated that there were flush as best as she can describe it to me. I indicted to the Flight Attendant that we declared an emergency and that we will be landing very soon and I will be making a PA announcement shortly.After careful assessment; the most conservative information (SPOILER FAULT) in determining the Un-factored Landing Distance was 1.45 at a weight of 68;000 lbs plus 1000 feet is more than enough for the runway we are planning on using. We were going in with FULL flaps. I indicated to the Flight Attendant we will stop on the runway for a few minutes afterwards and they will hear from me if in case we have to evacuate. Then I took control of the airplane and asked the First Officer to go over the QRH to make sure that we did everything. The flight controls were still sluggish and we only made shallow turns as to not aggravate the situation. After we lowered the landing gear we got the CAS message BRAKE CONTROL FAULT. We checked the MFD status page and the OB brakes were dashes and the applicable QRH. We then indicated to ATC that we only have partial brakes working. I touched down firmly to help dissipate the energy we were carrying on landing. I tried to engage both engine reversers but engine one reverser is the only one that worked. Engine two reverser thrust lever does not want to go from ground idle to min/max reversers so I had to use more pedal braking to slow the plane down. After we landed we remained on the runway and had the emergency crew check the main brakes. The IB brakes went up to 210. Then we proceeded to the gate. We parked and shutdown as normal then several more non-normal CAS messages showed up.

Data retrieved from NASA's ASRS site as of April 2012 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.