Narrative:

The WX at sbn was VFR, 10000' broken, 6 mi visibility in haze, with a reported wind of 330 degrees at 7 KTS. Upon landing on runway 27, the initial application of brakes appeared to have normal results. I asked my copilot to call out 100 KTS airspeed. Just before he made that call, the aircraft veered to the left. I felt I had lost the right brake, so I released brake pressure on the left side and applied full right rudder with aileron correction, in an attempt to again have the aircraft tracking down the runway. At this time the aircraft was almost off the runway, and the aircraft heading was increasing its deflection from the runway heading. I had other means of controling the aircraft, but being so close to the runway edge, I knew that no matter what I did at this time, the aircraft was going to leave the runway. Thinking this, I did not want to make any radical correction with the nose wheel steering and possibly fold up the nose gear, or go to the #2 brake system that doesn't have anti-skid and maybe blow one, or maybe all, the tires. I made the decision to try and keep the aircraft pointed in the direction that it was tracking along the ground. This, in fact, I did because the aircraft traveled approximately 1500' along the ground and I stopped the aircraft on the parallel taxiway. I was able to stop on the taxiway because the anti-skid system is disabled at slow speeds for control in parking the aircraft. The only damage down to the aircraft was to the left inboard flap, which contacted a runway light. It required a 3'x5' patch. The cause of this incident was found to be a defective right brake anti-skid generator, which disabled the right brake system. Also, the #2 brake system on the left side was found to have a damaged disc. With this information, I knew the reason the aircraft continued to veer left and not respond to my corrections was that the left brake was causing drag.

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Original NASA ASRS Text

Title: LOSS OF ACFT CONTROL AFTER LNDG AT SBN.

Narrative: THE WX AT SBN WAS VFR, 10000' BROKEN, 6 MI VISIBILITY IN HAZE, WITH A RPTED WIND OF 330 DEGS AT 7 KTS. UPON LNDG ON RWY 27, THE INITIAL APPLICATION OF BRAKES APPEARED TO HAVE NORMAL RESULTS. I ASKED MY COPLT TO CALL OUT 100 KTS AIRSPD. JUST BEFORE HE MADE THAT CALL, THE ACFT VEERED TO THE LEFT. I FELT I HAD LOST THE RIGHT BRAKE, SO I RELEASED BRAKE PRESSURE ON THE LEFT SIDE AND APPLIED FULL RIGHT RUDDER WITH AILERON CORRECTION, IN AN ATTEMPT TO AGAIN HAVE THE ACFT TRACKING DOWN THE RWY. AT THIS TIME THE ACFT WAS ALMOST OFF THE RWY, AND THE ACFT HDG WAS INCREASING ITS DEFLECTION FROM THE RWY HDG. I HAD OTHER MEANS OF CTLING THE ACFT, BUT BEING SO CLOSE TO THE RWY EDGE, I KNEW THAT NO MATTER WHAT I DID AT THIS TIME, THE ACFT WAS GOING TO LEAVE THE RWY. THINKING THIS, I DID NOT WANT TO MAKE ANY RADICAL CORRECTION WITH THE NOSE WHEEL STEERING AND POSSIBLY FOLD UP THE NOSE GEAR, OR GO TO THE #2 BRAKE SYS THAT DOESN'T HAVE ANTI-SKID AND MAYBE BLOW ONE, OR MAYBE ALL, THE TIRES. I MADE THE DECISION TO TRY AND KEEP THE ACFT POINTED IN THE DIRECTION THAT IT WAS TRACKING ALONG THE GND. THIS, IN FACT, I DID BECAUSE THE ACFT TRAVELED APPROX 1500' ALONG THE GND AND I STOPPED THE ACFT ON THE PARALLEL TXWY. I WAS ABLE TO STOP ON THE TXWY BECAUSE THE ANTI-SKID SYS IS DISABLED AT SLOW SPDS FOR CONTROL IN PARKING THE ACFT. THE ONLY DAMAGE DOWN TO THE ACFT WAS TO THE LEFT INBOARD FLAP, WHICH CONTACTED A RWY LIGHT. IT REQUIRED A 3'X5' PATCH. THE CAUSE OF THIS INCIDENT WAS FOUND TO BE A DEFECTIVE RIGHT BRAKE ANTI-SKID GENERATOR, WHICH DISABLED THE RIGHT BRAKE SYS. ALSO, THE #2 BRAKE SYS ON THE LEFT SIDE WAS FOUND TO HAVE A DAMAGED DISC. WITH THIS INFO, I KNEW THE REASON THE ACFT CONTINUED TO VEER LEFT AND NOT RESPOND TO MY CORRECTIONS WAS THAT THE LEFT BRAKE WAS CAUSING DRAG.

Data retrieved from NASA's ASRS site as of August 2007 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.