Date: 202109
Location: ZZZ.Airport, US
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Situational Awareness; Time Pressure; Fatigue; Workload; Troubleshooting
Anomaly: Aircraft Equipment Problem Less Severe; Ground Event / Encounter Loss Of Aircraft Control
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Aircraft; Software and Automation
Primary problem: Aircraft

Narrative: While making our descent at approximately 8;000 feet on the ZZZZZ1 arrival we noticed the Emer/Parking brake 'on' light and a 'PRKG BRK NOT RELEASED' caution on the EICAS Illuminated with a Master Caution. We responded by requesting a heading with ATC and let them know we were working an issue. As the PM; I accessed the QRH and looked up the EICAS message and competed the procedure. We attempted twice to cycle the parking brake per the QRH procedure with no effect. After reading the note in the QRH that states 'Expected potential tire burst during landing' we opted to request priority handling; requested CFR to be available due to a potential parking brake issue. Upon touchdown there was no indication of loss of steering control. We taxed off the runway and then asked CFR to make a visual inspection of the tires and brakes. During the inspection the engine had reached their cool down period and the APU was on and 100%. I instructed the FO to terminate #2. About a minute later and after the CFR's inspection came up negative for any abnormalities we began taxiing via ATC instruction. As I began straightening out onto the taxi line by making a soft left turn the aircraft responded normally and then after several seconds the aircraft started to make an un-commanded right hand turn. I immediately added more left on the power steering tiller and the aircraft initially responded but then went back to the right. I stopped the aircraft; turned on the HYD pump 1&2 from auto to on. The FO open the HYD status page and saw no abnormal indications but there was a cyan advisory message that read EMER BRK FAULT. The aircraft did taxi normal and we were able to taxi to the gate without issue. Once we deplaned the passengers the FO and I were asked to stay behind to accomplish a taxi check. Later; we terminated the attempt to complete a taxi check due to no ground crew personnel available. Crew scheduling was called and they asked us to be at the airport in the morning for sign in. I left the airport via hotel shuttle to the hotel. The Crew was given an early van time the next morning. When we arrived at the aircraft the next morning I was asked to complete the taxi check.  After completing the taxi check maintenance issued MEL XY-Z and released the aircraft for revenue flight from ZZZ to ZZZ1. I explained to maintenance that there were issues with the MEL and it does not state that I would have to turn on the hydraulic pumps on and that only by turning the pumps on would I get power steering and asked if they still agreed it was good for revenue flight. With the pump issues maintenance decided that they were not going to release the aircraft for revenue flight. Shortly there after I was asked to do a ferry flight with the loss of directional control being the open write-up and source for the ferry flight permit (I'm not sure if that statement is exactly correct but that is my understanding after maintenance explained the process). Once we received the permit we prepared the aircraft with a manual weight an balance and pushed off the gate. During the takeoff brief both the FO and I spoke about how we would have to turn the #2 electric hydraulic pump from auto to on for taxi; and opted to do so for taxi and landing as well. In addition to that we talked about how we would get a 'no takeoff brakes' aural message while executing the taxi checklist and checking the T/O Config. We were also prepared to get warnings and cautions during the takeoff roll due to the 'no takeoff brakes' status the aircraft thought it was in (some of us may have seen something like this in the sims). Lastly we were prepared for the caution 'PRKG BRK NOT RELEASED' once airborne and that we would disregard all of those as long as they were associated with the parking brake being on. When we executed to takeoff from runway XY R at ZZZ; Literally everything we discussed happened. We received continuous master warning light with chimes and 'not takeoff brakes' aural messages until reaching 80 knots and then shortly after rotation we received the master caution for the 'PRKG BRK NOT RELEASED'. After climbing through 2;000 to 3;000 feet the master caution for the parking brake disappeared and was never seen again for the remainder of the flight. When we landed there was no abnormal emergency brake light on or emergency brake fault advisory on the EICAS. The landing and braking was normal as the night before and we taxi it to the company hanger. We were then taken via van from the maintenance hangar to Gate X where we used the jet bridge to get back into terminal on date; [2 days later]. All but the #1 FA was scheduled to take off on the next company flight due to depart [later that evening.] After about an hour sitting at the airport both the FO and I concluded that for safety reasons it would be best that we remove ourselves from the flight due to fatigue. I called crew scheduling on behalf of the FO and myself and we were both removed from the last turn of our sequenceMidway during a sequence dominated by evening flying with late starts and late ends we had to respond to an Emergency landing with the possible loss of aircraft control. Then during the taxi to the gate after a normal landing onto the emergency runway we lost aircraft directional control. The FO and I stayed were asked to stay late to help maintenance and then given minimum crew rest to come back and again to help maintenance early in the morning which was a disruption of our sleep cycle by several hours. After the uncertainty of continuing with our normal sequence we had to ferry a broken aircraft including dealing with a plethora of false warning; cautions; and advisories that would have normally cause rejected takeoffs and emergency declarations. Upon arrival to the airport we would have concluded the completely abnormal and stressful day with a 3 hour sit follower buy a 3 hour evening flight.




Synopsis: Air Carrier Captain reported multiple EICAS fault messages regarding the aircraft's braking system while descending on the STAR. After landing the aircraft was difficult to steer and an abnormal procedure was accomplished. The pilots were able to taxi to the assigned gate where maintenance was available. The Captain; after more maintenance delays; called crew scheduling stating pilot fatigue.