Date: 202104
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ; Tower ZZZ
Aircraft component: Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Troubleshooting; Workload; Communication Breakdown
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Company Policy; Manuals; Aircraft
Primary problem: Aircraft

Narrative: On final approach into ZZZ I was Pilot Flying. After calling for gear down we received a BRK RH FAULT advisory message. We finished configuring for landing and I called for the Quick Reference Handbook(QRH). The QRH procedure had us run the 'Landing Gear/Brake malfunction landing checklist'. At this point I called for a go around so we may accomplish the necessary items and let ATC know. After the go around I made a PA advising the passengers we had a faulty brake indication and had to go-around to run the checklist. I spoke to the Flight Attendants and told them I would update them; shortly but we should be landing in the next 5 to 10 minutes. Immediately after; I sent a free text to Dispatch advising them we had a brake fault and were executing a go around and running the procedure. I do not recall receiving a response from Dispatch.The First Officer completed the procedure as I prepared the aircraft for landing. The procedure called for a flaps full landing and longer roll out. At this point I decided it would be best to [receive priority from ATC] and have the fire equipment standing by as this was a brake issue which would cause asymmetric braking. I also requested ATC to switch our landing runway to a runway that was longer than our planned runway. After the procedure was complete I called the Flight Attendants and told them we had [an urgent situation]; we will be landing in 5 minutes; expect emergency equipment and we will not be bracing. I then made another PA to let our passengers now we had an issue with one of our brakes and out of an abundance of caution I have requested the airport to deploy its safety equipment but I did expect the landing to be normal with an extended roll out. My voice remained calm and I made no mention of an emergency during the PA. At this point ATC vectored us to final and we configured and ran the appropriate landing checklist. We touched down and I used reverse thrust and very gently applied brakes.I immediately felt the right hand brake was not biting. I had to mainly use the left brake with right rudder to maintain centerline. Once the plane slowed below 60 knots I was able to slow with both brakes and used the tiller for directional control. The right brake was working but did not feel as effective. We exited the runway and were able to taxi normal; albeit at a slow speed. At this point I noticed on the STATUS page the right outboard brake temperature did not rise leading to the conclusion that it was indeed that brake which had failed. I elected to taxi with both engines to reduce asymmetric thrust. Parking at the gate was normal. I entered the discrepancy in the logbook; called Maintenance and headed to our overnight.In hindsight I do believe [advising ATC] was the right call even if the issue did not end up being serious. I was worried about asymmetric braking and was also not sure if the brake had failed released or with full pressure. I felt it was best to declare and have the trucks standing by and not need them. The only thing I would have done differently would have been to call Dispatch before talking to Maintenance. After discussing the event with the company it seems Dispatch was not aware of the issue until after the plane arrived at the gate. I usually call them first when we have maintenance issues but In this case since the flight was terminating I figured it would be best to go directly to Maintenance but I can see how the lack of communication can cause confusion with Dispatch.




Synopsis: EMB-175 Captain reported they landed safely with a brake malfunction but neglected to notify Dispatch of the malfunction.