Narrative:

Prior to the flight segment from ZZZ to ZZZ1; a thorough preflight inspection was completed with no defects noted. The cruise portion of flight was uneventful. Upon landing; I; the pilot flying; noticed what seemed like a decrease in brake efficiency. Once clear of the runway and during taxi to the gate; the btms (brake temperature monitor system) was indicating clues as to why the brakes seem to be not as effective. The indications were brakes much hotter on the #1; #2;and #3 main landing gear; however the #4 brake temperature was at zero. Suspicions at this point was a complete failure of that brake. Once at the gate and during my post flight inspection; it was apparent that the newly replaced #4 brake had indeed failed. The #3 brake was very hot; while the #4 brake was ice cold from flight; confirmed by actually touching the brake. Maintenance control was contacted at that time. Some additional information: in addition to maintenance control; I also contacted the director of maintenance (dom). I had a conversation with him about the brake fail. He is also aware of another brake fail incident in which I piloted an aircraft where both the number #1 and #4 brakes completely failed on [another] aircraft in ZZZZ earlier this summer. It is also a fact that the #4 brake had subsequent brake fails on flight segments that took place after. This should be documented in the maintenance logbook. When I spoke with the dom; I expressed my deep concerns about this issue of brake failures. Luckily the incident in ZZZZ did not cause an accident or incident; although it took approximately three times the landing distance to safely stop the aircraft. Had I not had 13;000 ft of runway; which is unusually long; likely I would not have been able to stop on many of the much shorter runways in our system. On the same day; the next crj-900 aircraft I flew out of ZZZ1; had another brake issue during my next flight segments. Again; after a similar feeling in the brakes on landing [previously] in ZZZ1; I noticed some loss of brake efficiency. Also; similar indications however; a little different. All brake indications were as follows: #1; #2; and #4 brakes were at a brake temperature reaching '07' (224 degrees celseus) and the #3 brake was at a '02' (64 degrees celseus) this was an indication that the brake did not function well or little at all. Although I don't have the additional documentation of past events; these are not the only brake fail incidents I have come across. There is one very obvious commonality about the brake fails I have come across and that is; every time I do have a brake fail; it is almost always just after a new brake has been installed. I have discussed these brake issues with our maintenance personnel both at our carrier and at carrier X (they also operate crj-900 aircraft). What I have learned about this brake issue is that improper brake installation practices which primarily include a failure to bleed the brake after installation; could cause a new brake to not function and fail. I have also learned that this is a short cut practice that may in fact be taking place here at our airlines.

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Original NASA ASRS Text

Title: Pilot reports his concerns about recent main landing gear brake failures on their CRJ-900 aircraft upon landing. Commonality of the brake failures are almost always just after a new brake has been installed. Pilot believes improper brake installation practices; which primarily include a failure to bleed the brake after installation have contributed to inoperative brakes.

Narrative: Prior to the flight segment from ZZZ to ZZZ1; a thorough preflight inspection was completed with no defects noted. The cruise portion of flight was uneventful. Upon landing; I; the pilot flying; noticed what seemed like a decrease in brake efficiency. Once clear of the runway and during taxi to the gate; the BTMS (Brake Temperature Monitor System) was indicating clues as to why the brakes seem to be not as effective. The indications were brakes much hotter on the #1; #2;and #3 Main Landing Gear; however the #4 brake temperature was at zero. Suspicions at this point was a complete failure of that brake. Once at the gate and during my post flight inspection; it was apparent that the newly replaced #4 brake had indeed failed. The #3 brake was very hot; while the #4 brake was ice cold from flight; confirmed by actually touching the brake. Maintenance Control was contacted at that time. Some additional information: In addition to Maintenance Control; I also contacted the Director of Maintenance (DOM). I had a conversation with him about the brake fail. He is also aware of another brake fail incident in which I piloted an aircraft where both the number #1 and #4 brakes completely failed on [another] aircraft in ZZZZ earlier this summer. It is also a fact that the #4 brake had subsequent brake fails on flight segments that took place after. This should be documented in the Maintenance Logbook. When I spoke with the DOM; I expressed my deep concerns about this issue of brake failures. Luckily the incident in ZZZZ did not cause an accident or incident; although it took approximately three times the landing distance to safely stop the aircraft. Had I not had 13;000 FT of runway; which is unusually long; likely I would not have been able to stop on many of the much shorter runways in our system. On the same day; the next CRJ-900 aircraft I flew out of ZZZ1; had another brake issue during my next flight segments. Again; after a similar feeling in the brakes on landing [previously] in ZZZ1; I noticed some loss of brake efficiency. Also; similar indications however; a little different. All Brake Indications were as follows: #1; #2; and #4 brakes were at a brake temperature reaching '07' (224 degrees Celseus) and the #3 brake was at a '02' (64 degrees Celseus) this was an indication that the brake did not function well or little at all. Although I don't have the additional documentation of past events; these are not the only brake fail incidents I have come across. There is one very obvious commonality about the brake fails I have come across and that is; every time I do have a brake fail; it is almost always just after a new brake has been installed. I have discussed these brake issues with our Maintenance personnel both at our Carrier and at Carrier X (they also operate CRJ-900 aircraft). What I have learned about this brake issue is that improper brake installation practices which primarily include a failure to bleed the brake after installation; could cause a new brake to not function and fail. I have also learned that this is a short cut practice that may in fact be taking place here at our airlines.

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.