Dash 8-200
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Aircraft Equipment Problem Critical; Conflict Ground Conflict; Critical
Flight Crew Overcame Equipment Problem; Flight Crew Took Evasive Action
Human Factors; Aircraft
We just landed and had taken the high-speed taxiway and was holding short of [another] runway. After several minutes; Tower cleared us to cross [the runway]. As my First Officer and I looked to the right and left to make sure everything was clear; I noticed a very bright light on my left; slightly behind me that caught my attention. The light was rapidly getting brighter and larger when soon I realized that it was the taxi light of another aircraft on the taxiway moving fast towards us. In a matter of seconds; the plane (which I identified as an ERJ-145) approaching us began to make a hard left turn; but it appeared to be skidding sideways towards us. I would say the rate of closure appeared to be approximately 40 MPH. I immediately jammed the throttles to the gust lock and accelerated our plane as fast as I could. The takeoff warning horn sounded and I kept my eyes on the plane coming from our 8 o'clock position. I watched as the other plane passed behind us and out of view; but still I clenched my body up as I thought there was no doubt that the other plane would clip us. Soon after; we heard the other plane radio to Tower declaring that they had lost the use of their brakes. We continued to our gate and parked the aircraft without further incident. Something to note was that the rampers refused to deplane us because they were afraid the ramp area was too slippery for the passengers to walk on and wanted us to wait until the pathway was salted. The airport was mostly wet with patches of standing water or ice. The temperature was just below freezing.
Upon exiting runway we were given taxi instructions to exit high speed taxiway; and then to hold short of [another runway]. Another aircraft was already holding short of the high speed taxiway we rolled out onto.We decelerated normally after landing via automatic deployment of our reverse thrust buckets and use of our braking system. There was no need to use reverse thrust. As we rolled out on high speed taxiway my Captain verbalized that the brakes were not working; that he lost the brakes. He was trying to turn via use of the tiller and brakes; but was unable. The plane had also started to skid at this point directly towards [the other aircraft]. I was immediately aware of the situation as well because we did indeed appear to be skidding directly towards [the other aircraft] in addition to hearing my Captain verbalize our malfunction. I applied my brakes immediately to assist my Captain; but it was to no avail.Fortunately; my Captain had deployed the emergency brake at approximately the same time as I stepped on my brakes. It worked and completely saved us from skidding into [the other aircraft]! Our aircraft did continue to skid after the emergency brake was deployed; but also started to buffet as it slowed and then came to a complete stop. As you can imagine; this all happened very quickly. We decelerated; exited runway; began to slow down more; Captain went to turn left; brakes failed; plane skidded; I applied my brakes; which also were useless; emergency brake was deployed; plane buffeted to a stop as the distance between us and [the other aircraft] was converging. We stopped approximately 25 feet from [the other aircraft]! That aircraft had no idea of the impending situation.The Engine Indicating and Crew Alert System (EICAS) did have a message indicating the failure of the braking system. It said 'BRK OUTBD (INBD) INOP'; but by this point; my Captain had already deployed the emergency brake; which is what the QRH directs the crew to do if brakes (pedals) do not work. Like I said; this happened very quickly. There was no time to reference QRH anyway during the issue. We had to do anything necessary to prevent our plane from colliding with [the other aircraft]. My Captains training and instincts to utilize the emergency brake stopped our plane and saved us from a potential collision.After coming to a complete stop and troubleshooting the brake situation; the Captain and I decided it was in our best interest of safety to have a tug come out and tow us to the gate. We coordinated this course of action with dispatch and Tower.Two threats come to mind from this event.The first is the hidden danger of exiting a high speed taxiway where another aircraft is already holding short of the crossing runway at the end of that same taxiway. Yes; it is common practice; but obviously this is dangerous and a potential collision waiting to happen if the exiting plane loses its breaks on rollout; which is exactly what happened to us. Therefore; mitigating this threat can only be accomplished by exiting the runway on a taxiway where another aircraft is not holding short at the end of that same taxiway. [ATC] should attempt to change their system to avoid this potential conflict; or at the least prevent aircraft from rolling out on high speed taxiways where another aircraft is holding at the end of that same taxiway.Weather is another threat in this event. Ground icing conditions could have possibly existed from snow right at the freezing level. However; there were no braking action reports and no mention from Tower upon landing about potential icing conditions on runways or taxiways. Operations appeared very normal. Additionally; we did decelerate normally during rollout via our brakes and buckets. However; it was not until we exited the runway and lost our brakes; that we started to skid/slide on some black ice. It did surprise us. Fortunately; the emergency brake and Captain saved the day.
Dash 8 Captain and an EMB-145 FO reported their near-collision on the ground when the EMB-145 experienced braking issues on black ice.