Narrative:

Cleared for a backcourse approach to runway 27 at mci. First officer was flying the aircraft and is an IOE student. Approach was flown as published to minimums and at minimums the aircraft was lined up slightly to the right of the runway. After passing minimums the first officer decreased the sink rate and made a correction toward the center of the runway. This caused the aircraft to proceed down the runway past the desired landing point. I instructed the first officer to land the aircraft and in the aircraft I took control of the aircraft so the aircraft wouldn't float further down the runway. I estimate the aircraft touched down 3000-3500' down the runway. I deployed the air brakes and used normal reverse then applied normal braking. The aircraft did not decelerate normally so I applied maximum braking. Still deceleration was much less than expected. At this pint (approximately 3000' remaining) I applied maximum reverse thrust. It appeared all/most deceleration was due to reverse thrust not the aircraft brakes. Aircraft departed the end of the runway at 50-60 KTS and came to rest about 100' past the end of the overrun in the grass. There was no apparent damage to the aircraft except 2 blown tires. The checklists were completed after tower was informed. Inspection of the brakes and tires revealed they were only slightly warm to the touch the tires that were blown appeared scuffed and warm. The other tires showed no damage. The anti-skid failure/brake failure/blown tires or whatever caused the lack of deceleration got me into a situation where there was insufficient runway left to stop the aircraft. Supplemental information from acn 182316: I believe we had an anti-skid or complete brake failure. Some brake repairs were done on the aircraft earlier that day.

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Original NASA ASRS Text

Title: ACM HAS BRAKE, ANTI-SKID FAILURE. RUNS OFF END OF RWY.

Narrative: CLRED FOR A BACKCOURSE APCH TO RWY 27 AT MCI. F/O WAS FLYING THE ACFT AND IS AN IOE STUDENT. APCH WAS FLOWN AS PUBLISHED TO MINIMUMS AND AT MINIMUMS THE ACFT WAS LINED UP SLIGHTLY TO THE RIGHT OF THE RWY. AFTER PASSING MINIMUMS THE F/O DECREASED THE SINK RATE AND MADE A CORRECTION TOWARD THE CENTER OF THE RWY. THIS CAUSED THE ACFT TO PROCEED DOWN THE RWY PAST THE DESIRED LNDG POINT. I INSTRUCTED THE F/O TO LAND THE ACFT AND IN THE ACFT I TOOK CTL OF THE ACFT SO THE ACFT WOULDN'T FLOAT FURTHER DOWN THE RWY. I ESTIMATE THE ACFT TOUCHED DOWN 3000-3500' DOWN THE RWY. I DEPLOYED THE AIR BRAKES AND USED NORMAL REVERSE THEN APPLIED NORMAL BRAKING. THE ACFT DID NOT DECELERATE NORMALLY SO I APPLIED MAX BRAKING. STILL DECELERATION WAS MUCH LESS THAN EXPECTED. AT THIS PINT (APPROX 3000' REMAINING) I APPLIED MAX REVERSE THRUST. IT APPEARED ALL/MOST DECELERATION WAS DUE TO REVERSE THRUST NOT THE ACFT BRAKES. ACFT DEPARTED THE END OF THE RWY AT 50-60 KTS AND CAME TO REST ABOUT 100' PAST THE END OF THE OVERRUN IN THE GRASS. THERE WAS NO APPARENT DAMAGE TO THE ACFT EXCEPT 2 BLOWN TIRES. THE CHKLISTS WERE COMPLETED AFTER TWR WAS INFORMED. INSPECTION OF THE BRAKES AND TIRES REVEALED THEY WERE ONLY SLIGHTLY WARM TO THE TOUCH THE TIRES THAT WERE BLOWN APPEARED SCUFFED AND WARM. THE OTHER TIRES SHOWED NO DAMAGE. THE ANTI-SKID FAILURE/BRAKE FAILURE/BLOWN TIRES OR WHATEVER CAUSED THE LACK OF DECELERATION GOT ME INTO A SITUATION WHERE THERE WAS INSUFFICIENT RWY LEFT TO STOP THE ACFT. SUPPLEMENTAL INFO FROM ACN 182316: I BELIEVE WE HAD AN ANTI-SKID OR COMPLETE BRAKE FAILURE. SOME BRAKE REPAIRS WERE DONE ON THE ACFT EARLIER THAT DAY.

Data retrieved from NASA's ASRS site as of July 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.