Date: 201602
Local time of day: 0001-0600
Location: ZZZ.Tower, US
Weather elements / visibility: Rain
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
Aircraft component: Normal Brake System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Taxi
Result: Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: The aircraft started out with a normal taxi with the brakes testing good upon initial taxi out. After a very short period of time on taxi out the aircraft ECAM displayed an 'Auto Brake Fault' ECAM and the aircraft subsequently lost normal braking with the green hydraulic system. The 'Anti-Skid Nose Wheel Steering switch was then used to utilize alternate brakes with the yellow hydraulic system but this also resulted in no brakes. Not knowing if the Flight Attendants were standing up in the aisles the thrust reversers were used to slow the aircraft down enough to apply the parking brakes without abruptly stopping the aircraft. We received the 'Auto Brake Fault' light three times with intermittent total loss of normal and alternate braking while using the above method to safely stop the aircraft. The aircraft was stopped safely and coordination was made with maintenance and dispatch to have the aircraft towed back to the gate.The passengers were taken off the aircraft and maintenance checks and resets of the braking system were performed by maintenance. The aircraft was eventually cleared by maintenance and returned the aircraft to service. We were then tasked to fly the same aircraft and the exact same loss of normal and alternate braking occurred. The same methods mentioned above were used to safely stop the aircraft and tow the aircraft back to the gate.


Second narrative: During taxi out; we got an auto brake ECAM accompanied by a total loss of brakes. Per our original training; we cycled the anti-skid nose wheel steering switch and restored braking. After a few seconds it happened again; and we cycled the switch again to restore braking. A few seconds later we were almost stopped and it happen a third time. We set the parking brake; shut down and waited for a tug.After maintenance said fixed; we taxied out again; and got the same failure again. This time it was harder to get the aircraft slowed because the resets were lasting less than a second. The captain used some reverse thrust until we slowed enough to safely use the parking brake. In both cases we did not use the parking brake immediately at normal taxi speeds out of concern that it would cause injuries and damage. Indeed; with just the jerky nature of restoring braking with the anti-skid switch; our flight attendants reported that if they had been standing; they would have been sent to the floor.


Synopsis: A319 flight crew experienced normal brake failure during taxi out preceded by an 'Auto Brake Fault' ECAM. The Anti-skid and nose wheel steering switch is cycled and initially does not restore braking and reverse thrust is used to stop the aircraft. Subsequent Antiskid switch resets are successful but only for a short period of time. The aircraft is shut down and towed to the gate. After maintenance releases the aircraft for flight the same the same brake failures reoccur.