C560 pilot reported a runway excursion after attempting to clear the runway following a rejected takeoff for inoperative anti-skid.

Narrative

Upon requesting taxi clearance; ground cleared me to runway XX via Taxiway 1; Taxiway 2; and Taxiway 3. Taxi was normal and the appropriate aircraft checklists were run prior to and during taxi for departure. Once I reached runway XX; tower cleared me for takeoff and I finished the before takeoff checklist. Rolling onto the runway I started to apply takeoff power and made one final scan of the annunciator panel and noted that the 'ANTI-SKID INOP' annunciator had illuminated. I immediately terminated the takeoff sequence and our speed never exceeded 10 knots. Noting that the brake pedals were still firm and that braking action was still normal; I elected to taxi to the next available taxiway (Taxiway 4) so we could clear the active runway and evaluate the situation. Approaching Taxiway 4; I started a gradual left turn (north) and at that time the 'POWER BRAKE LOW PRESS' annunciator illuminated; followed by both brake pedals losing pressure and effectiveness. The airplane then entered an uncontrollable left turn which resulted in the left main gear departing the runway/taxiway surface at the west corner of the intersection of Taxiway 4 and runway XX. The aircraft came to a stop with the left main gear stuck in soft soil creating a rut approximately 6-8' deep. Speeds during the entire sequence never exceeded 10 knots; there was no damage to the aircraft; and no injuries to any of the passengers or crew. Once the airplane was stopped and secured; I discovered that the 'SKID CONTROL' circuit breaker on the left breaker panel had tripped. Resetting the circuit breaker engaged the skid control motor and both of the previously noted annunciators extinguished per normal operation. Once the aircraft was recovered; further investigation by a mechanic found the skid control system to be operating normally. It was concluded that the event was caused by the 'SKID CONTROL' circuit breaker tripping for an undermined reason; which led to loss of braking and control of the aircraft as it was exiting the active runway. Looking back at the chain of events; I'm not sure there is much else that I could have done to prevent the incident. While resetting the circuit breaker would have likely remedied the problem; I was focused on communicating with ATC and exiting the active runway rather than referring to the abnormal checklist. With respect to the position of the 'ANTI-SKID INOP' annunciator; it is adjacent to several other amber annunciators (i.e. pitot heat) that typically remain illuminated until lining up on the runway. Had the 'ANTI-SKID INOP' annunciator been located elsewhere; it might have been more visible prior to taking the runway.