Regional Jet 200 ER/LR (CRJ200)
Flight Crew Commercial
Situational Awareness; Troubleshooting
Aircraft Equipment Problem Critical
General Maintenance Action
Aircraft
The First Officer (F/O) was the PF. He made a normal landing; and just after touchdown; he said 'I have no brakes.' He immediately applied full reverse thrust. Before I reached to turn off the Anti-Skid System; I tried to use my brakes and they didn't work either. The F/O released the brakes and I turned off the Anti-Skid (Complying with the Action Checklist); but the brakes still did not work. I again quickly reset the Anti-Skid; and took over the controls; and brakes were still not available. The Action Checklist says that if you have loss of braking; to release the brakes; turn off the Anti-Skid; and re-apply the brakes. We did that; however; the brakes still did not work. When the F/O re-applied the brakes; I assumed there was a problem with the Anti-Skid System; which is why I reset it a second time. At this point we were going aproximately 80 knots. I continued to apply full reverse thrust until we reached taxiing speed. It was not until we slowed to a taxiing speed; that the brakes were somewhat working. I pumped them several times and I could feel that they were working; but not very well as it took a lot more force than usual. We turned left onto 4L; and joined Taxiway Bravo. As we were moving down taxiway Bravo; the Tower said there was a large amount of smoke just after touchdown. We asked if there was smoke coming from our tires; and he said no. We asked for a Fire truck to inspect our tires. There were no aircraft in front of us; so I continued on Bravo; as I tested the brakes a few more times. Again the brakes were working; but not the way they should. Just after the [aircraft holding] penalty box; a Fire truck showed up and wanted to talk to us on a separate frequency. He said we had three blown tires; both right tires and the left inboard. I decided not to continue to the gate; and Ground Control asked us to pull onto Mike and hold short of Mike 3; I complied. I did not want to continue to the gate because braking was very limited; and it would not have been safe to be close to other aircraft or people. Once stopped; I made a PA; contacted Dispatch; and Maintenance Control. We arranged to have the passengers bussed to the terminal; which was done within about 15-minutes. Company Maintenance showed up quickly; and after further inspection; only two tires were blown and the other two were very badly damaged with deep bald spots (the left and right inboard tires were blown). Maintenance said they wanted to tow the aircraft to the gate; and asked us if we could ride the brakes; we agreed and they towed us to the gate. After much thought about the incident; I believe that all brakes were locked on landing. I do not know why the brakes were locked; the Parking Brake was not set; and our feet were not on the brakes. I believe the tires blew immediately on landing; and the brakes were released when I turned off the Anti-Skid System (which explains the jolt we felt). The Action Checklist says that if you have loss of braking; to release the brakes; turn off the Anti-Skid; and re-apply the brakes. We did that; however the brakes still did not work. When the F/O re-applied the brakes; I assumed there was a problem with the Anti-Skid System; which is why I reset it a second time.  If I had anything to change; I probably would have just turned the Anti-Skid System off; and left it off. I had no way of knowing the tires had blown already; and that the loss of braking was associated with the tires; and not the Anti-Skid.
Reporter stated the outboard Main Landing Gear (MLG) tires had deep bald spots indicating all four main tires were probably locked on landing; but only the Inboard (I/B) mains had blown. His First Officer (F/O) did not see any EICAS fault messages or Warning indications in the cockpit; except for the Brake Temperature Monitoring System (BTMS) indicating the left Outboard Brake temperature was rising. He does not know what part; or parts were replaced; but the aircraft was released the following morning from Maintenance.
I was PF. Executed a normal landing. Lowered the nose as I deployed thrust reversers to idle and went to apply brakes. I noticed no feedback from brakes and aircraft was not slowing down. I depressed brakes harder and pedals sunk to the floor with zero braking effectiveness. I informed Captain that I had no brakes while deploying maximum thrust reversers; noticing the end of the runway rapidly approaching. He came on the brakes with me and noticed the same. I momentarily released the brakes; Captain followed the Action Item (AI) Check card for Asymmetric/Loss of braking; and I reapplied the brakes; which still resulted in no brakes. The Captain called for controls of the aircraft and I transferred controls to Captain.  Shortly after that the aircraft slowed and we cleared the active runway and started to smell a burning smell and ZZZ Tower informed us we had a large amount of smoke coming from behind the aircraft. A large mass of smoke caught my eye outside the Captain's window behind the aircraft as we cleared; and it was the wind moving our smoke plume; which was taller than the Tower and as wide as a Maintenance Hangar.  At that time I called for the equipment and informed ATC we lost our brakes. We asked if we were still smoking or if ATC saw  flames; they responded they did not observe any. At this time it did not feel as we had blown a single tire and the aircraft felt normal.  I did the After Landing Checklist and noted no defects [Indications] except for the left outboard Brake Temperature Monitoring Unit (BTMS) was at '7' and climbing; but still white. As we got  to Taxiway 'B'; the first of the equipment responded and informed us we had three blown tires. With this information the  Captain came to the decision it was not safe to taxi to the gate and the equipment followed us on 'M' short of 'M3'  We shut the aircraft down as more rescue vehicles responded and surrounded the aircraft. The equipment informed  us it was safe to  deplane passenger and they were placed on a bus and driven back to the terminal. We waited for our Maintenance to get a towbar and were towed back to the gate with the [Fire/Rescue] equipment behind us. Threats of potential of fire; going off the end; or side of runway; smoke; fatigue (came from nine hour overnight with a scheduled 11:50-hour duty day). Three blown tires; complete loss of braking while landing. I think the tires locked on touchdown. It felt like a normal landing at first until I went to apply brakes. Looking at how  much damage all of the Main Landing Gear (MLG) tires sustained; I would guess that the MLG tires were locked until the Captain complied with Action Item Checklist (AI) item for Loss Of Braking. I was impressed that the tires even stayed together with the size of the holes in them and the amount of metal sticking out.   It seems like this would be a great training event. The Captain's reaction time to comply with the AI was incredible.  We had under a second to react and there was always positive control of the airplane; and positive transfer of controls. I can honestly say if this situation were to happen again; and even if I was expecting it; I'm not sure I would do anything different.
A Captain and First Officer report about the loss of effective braking on landing in their CRJ-200 aircraft. The left and right inboard main tires were found blown and the outboard main tires had deep bald spots. No EICAS messages or fault indications were displayed in the flight deck; only a rising temperature for the left outboard brake.