Narrative:

The purpose of the flight was a review of landings required for commercial multi-engine add-on rating. The flying pilot/student was private multi-engine rated with approximately 5-7 hours in type. No braking issues were noted during initial taxi; run-up; or take-off. Company policy requires no touch and go/full stop taxi back only. A successful normal takeoff and landing were performed by student. The following three takeoff and landings were short field efforts made by the student. No braking issues noted during first two landings and taxi backs. During third short field landing roll out; I noted the aircraft drifting slightly to the left side of runway; bringing this to the attention of the student. He stated he was having problem with his right brake. I told him to discontinue the short field effort; and continue to the next taxiway; pumping the brakes as necessary. The plane continued to the left slightly; and I called for exchange of flight controls. I noted no problems with brakes and corrected the drift to the left and successfully cleared the runway. I continued the taxi to the takeoff runway. We exchanged control of flight controls (student now flying pilot). The student application of brakes prior to takeoff roll; no anomalies noted. A short field landing was executed. After touchdown and flap retraction the student began applying brakes. The aircraft began drifting moderately to the left. I stated to pump the brakes as necessary. He stated he had no right brake. The rate of drift to the left side of the runway increased dramatically. I called for and we exchanged control of flight controls. Full right rudder was already applied and I continued to apply full right rudder pumping the brakes. The rate of drift to the left side of the runway continued as the airplane approached the first available taxiway. The aircraft departed the runway onto the grass prior to the taxiway and continued approximately 20-40 ft before coming to a complete stop. The aircraft had completed a turn of approximately 120-140 degrees to the left during the event. The right side nose section of the aircraft made contact with a taxiway location/destination sign bending the right side nose gear door and scratching the right side nose section of the aircraft. The taxiway sign had to be removed to move the aircraft off the grass. All tires were fully inflated; with no evidence of brake lock-up. No other damage to the aircraft or airport property was noted. Initial inspection following the event noted no brake/ground control issues during taxi. During subsequent conversation with the student; he stated that after I called for flight controls he put his hands on the glare shield. He does not recall the position of his feet on the rudder pedal/brakes; only that after we excited the aircraft that his right leg was 'throbbing' assuming a result of full application of right rudder. In my past experiences with this particular aircraft; there had been instances when upon brake application from the right side controls during landing; the right brake would have no pressure. One or two pumps of the brake would correct the issue; and normal brake operation would resume. This phenomenon had been noticed by other instructors flying the aircraft as well; and mechanics had been informed. In my judgment the intermittent nature of the issue and non-duplication of brake failure on ground by mechanic prior to and after event; along with the possibility of continued application of the left brake during right brake failure were contributing factors to this event. To avoid this problem in the future; with regard to this particular aircraft; a thorough brief concerning procedures for brake failure will be performed prior to every flight. Also; I will begin including a brake pumping procedure/confirmation of pressure as part of before landing checklist.

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Original NASA ASRS Text

Title: A PA34's left brake failed on landing so unable to control the aircraft the instructor and student pilot taxied off the runway onto the grass where the right nose gear door and fuselage struck a taxiway sign.

Narrative: The purpose of the flight was a review of landings required for Commercial Multi-Engine Add-on rating. The flying pilot/student was private multi-engine rated with approximately 5-7 hours in type. No braking issues were noted during initial taxi; run-up; or take-off. Company policy requires no touch and go/full stop taxi back only. A successful normal takeoff and landing were performed by student. The following three takeoff and landings were short field efforts made by the student. No braking issues noted during first two landings and taxi backs. During third short field landing roll out; I noted the aircraft drifting slightly to the left side of runway; bringing this to the attention of the student. He stated he was having problem with his right brake. I told him to discontinue the short field effort; and continue to the next taxiway; pumping the brakes as necessary. The plane continued to the left slightly; and I called for exchange of flight controls. I noted no problems with brakes and corrected the drift to the left and successfully cleared the runway. I continued the taxi to the takeoff runway. We exchanged control of flight controls (student now flying pilot). The student application of brakes prior to takeoff roll; no anomalies noted. A short field landing was executed. After touchdown and flap retraction the student began applying brakes. The aircraft began drifting moderately to the left. I stated to pump the brakes as necessary. He stated he had no right brake. The rate of drift to the left side of the runway increased dramatically. I called for and we exchanged control of flight controls. Full right rudder was already applied and I continued to apply full right rudder pumping the brakes. The rate of drift to the left side of the runway continued as the airplane approached the first available taxiway. The aircraft departed the runway onto the grass prior to the taxiway and continued approximately 20-40 FT before coming to a complete stop. The aircraft had completed a turn of approximately 120-140 degrees to the left during the event. The right side nose section of the aircraft made contact with a taxiway location/destination sign bending the right side nose gear door and scratching the right side nose section of the aircraft. The taxiway sign had to be removed to move the aircraft off the grass. All tires were fully inflated; with no evidence of brake lock-up. No other damage to the aircraft or airport property was noted. Initial inspection following the event noted no brake/ground control issues during taxi. During subsequent conversation with the student; he stated that after I called for flight controls he put his hands on the glare shield. He does not recall the position of his feet on the rudder pedal/brakes; only that after we excited the aircraft that his right leg was 'throbbing' assuming a result of full application of right rudder. In my past experiences with this particular aircraft; there had been instances when upon brake application from the right side controls during landing; the right brake would have no pressure. One or two pumps of the brake would correct the issue; and normal brake operation would resume. This phenomenon had been noticed by other instructors flying the aircraft as well; and mechanics had been informed. In my judgment the intermittent nature of the issue and non-duplication of brake failure on ground by mechanic prior to and after event; along with the possibility of continued application of the left brake during right brake failure were contributing factors to this event. To avoid this problem in the future; with regard to this particular aircraft; a thorough brief concerning procedures for brake failure will be performed prior to every flight. Also; I will begin including a brake pumping procedure/confirmation of pressure as part of before landing checklist.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.