EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Other / Unknown; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Flight Crew FLC complied w / Automation / Advisory
Aircraft; Weather; Human Factors
I was Pilot Flying operating the ZZZ flight. On short final; we received a sink rate aural alert. My First Officer called continue; I agreed; and we continued. It happened around 100-200 feet. We never observed more than 1000 fpm on the VSI; and the PAPI indicated 2 white and 2 red and the landing was made safely in the touchdown zone. Once the runway was assured; I elected to nose down slightly coming over the threshold to give myself some more room to get the airplane safely to the ground with the given conditions. Gusty winds; and bumpy conditions made for a more difficult approach; but at no point did it seem unsafe to either one of us.After landing in ZZZ; left hand brake temperatures were relatively high upon exiting the runway and entering taxiway A. We landed Runway XXL. Visual approach; winds 250@18G30kts. Once on taxiway; left hand outboard brake temp indicated around 380C and the inboard was around 340C; temperatures still climbing. Quick decision making and thinking; I as the Captain decided to notify Ground Control that our brake temps were too high to park at the gate; and that we would like to continue taxiing around the airport to get them to cool off enough to allow us to park safely. A few moments later; temps were above 400C and climbing; and we got the BRK OVERHEAT amber EICAS message. Called for the checklist; and complied. Basically; do not set the parking brake. The highest temp seen was 495C where it stopped climbing and finally started trending back down. I elected to taxi single engine; and only use the right hand brakes (which were under 300C the entire time) in order to get the brakes to cool off and to prevent an unsafe condition at the gate with hot brakes and the possibility of having a brake fire. Once cooled off below 300C we parked at the gate; and the message had cleared prior from the EICAS.
EMB-175 Captain reported GPWS alert on approach along with high brake temps after landing.