Further to my previous comment; addressing brake failures, generally this is addressed by failsafe design of the hydraulic system on a transport category airplane. You typically have at least two different hydraulic systems powering a given brake, so one system will be powering every other caliper piston, this is to prevent loss of the entire brake should you have a hydraulic failure in that system.
Differential brakes are also very nice to have when your nosewheel steering fails, and give you a slightly better chance of avoiding swerving off the runway and collapsing your landing gear when you hit the dirt.
On a Cessna 172 however, or Piper Cub, or Cirrus SR22, or you name it, this is not so - you might only have two brake caliper pistons, one for the left main wheel, one for the right, each connected to a separate master piston through its own dedicated line, unlike the brakes on a car, where braking force is distributed evenly. (Unless it has a clever ABS/traction control system, but that's off-topic)
What this means for a small plane though, is if you lose one brake system, you lose that wheel brake entirely, and thus may find your landing a bit more swervy than usual. The difference is, slowing down a small, light airplane from 60 knots is a slightly less critical situation than slowing down a multi-ton behemoth from 140 knots, so the same level of redundancy isn't designed into the systems to avoid undue weight penalty.
Resident TechOps Troll