Narrative:

At 8 mi out and 5000 ft AGL, we were cleared for visual to runway 22L at mesa, az. We were already descending so our speed was fast. Using gear and spoilers to lose altitude and slow down made for a very noisy airplane. My copilot contacted tower and we were cleared to land runway 22L. After reading back landing clearance tower said something that I thought was to another aircraft. My copilot knew they were talking to us but didn't understand what they had said. He repeated the landing clearance to land runway 22L. We crossed the numbers with gear down flaps full and just below the PAPI. Speed was reference plus 20 KTS. We floated down runway approximately 1000 ft before I planted the aircraft onto the 5100 ft runway. We had figured we only needed 3400 ft to land. I popped spoilers and applied brakes. The brakes were not responding. As I broke the safety wire on the emergency brake, the normal brakes started to respond. We ran off the end of runway about 500 ft into field. I later learned the tower was reporting to us that the winds had changed and were favoring runway 4R. Because of the noise in the cockpit we could not understand the tower. Had we known of the wind shift, I would have chosen runway 4R and even though the brakes failed, I could have stopped in 5100 ft. The problem with brakes was a bad pc board in the anti-skid system, causing the anti-skid to be oversensitive. In hindsight, a go around would have been the best choice. We had plenty of rest prior to reaching mesa. There was no damage to aircraft, persons or property. We have been using headsets ever since and have fewer problems hearing ATC in noisy confign.

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Original NASA ASRS Text

Title: FLC RUNS OFF END OF RWY.

Narrative: AT 8 MI OUT AND 5000 FT AGL, WE WERE CLRED FOR VISUAL TO RWY 22L AT MESA, AZ. WE WERE ALREADY DSNDING SO OUR SPD WAS FAST. USING GEAR AND SPOILERS TO LOSE ALT AND SLOW DOWN MADE FOR A VERY NOISY AIRPLANE. MY COPLT CONTACTED TWR AND WE WERE CLRED TO LAND RWY 22L. AFTER READING BACK LNDG CLRNC TWR SAID SOMETHING THAT I THOUGHT WAS TO ANOTHER ACFT. MY COPLT KNEW THEY WERE TALKING TO US BUT DIDN'T UNDERSTAND WHAT THEY HAD SAID. HE REPEATED THE LNDG CLRNC TO LAND RWY 22L. WE CROSSED THE NUMBERS WITH GEAR DOWN FLAPS FULL AND JUST BELOW THE PAPI. SPD WAS REF PLUS 20 KTS. WE FLOATED DOWN RWY APPROX 1000 FT BEFORE I PLANTED THE ACFT ONTO THE 5100 FT RWY. WE HAD FIGURED WE ONLY NEEDED 3400 FT TO LAND. I POPPED SPOILERS AND APPLIED BRAKES. THE BRAKES WERE NOT RESPONDING. AS I BROKE THE SAFETY WIRE ON THE EMER BRAKE, THE NORMAL BRAKES STARTED TO RESPOND. WE RAN OFF THE END OF RWY ABOUT 500 FT INTO FIELD. I LATER LEARNED THE TWR WAS RPTING TO US THAT THE WINDS HAD CHANGED AND WERE FAVORING RWY 4R. BECAUSE OF THE NOISE IN THE COCKPIT WE COULD NOT UNDERSTAND THE TWR. HAD WE KNOWN OF THE WIND SHIFT, I WOULD HAVE CHOSEN RWY 4R AND EVEN THOUGH THE BRAKES FAILED, I COULD HAVE STOPPED IN 5100 FT. THE PROB WITH BRAKES WAS A BAD PC BOARD IN THE ANTI-SKID SYS, CAUSING THE ANTI-SKID TO BE OVERSENSITIVE. IN HINDSIGHT, A GAR WOULD HAVE BEEN THE BEST CHOICE. WE HAD PLENTY OF REST PRIOR TO REACHING MESA. THERE WAS NO DAMAGE TO ACFT, PERSONS OR PROPERTY. WE HAVE BEEN USING HEADSETS EVER SINCE AND HAVE FEWER PROBS HEARING ATC IN NOISY CONFIGN.

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.