AN ATX CARGO MU2B PLT HAD A BRAKE FIRE ON LNDG.

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BEING UNFAMILIAR WITH THE ARPT; I ASKED WHERE THE CARGO RAMP WAS AND HE SAID RIGHT OFF OF RWY 18 SO I ACCEPTED RWY 18; WHICH HAD A DISPLACED THRESHOLD OF 1000 FT BUT STILL GAVE ME 4124 FT TO LAND. THE RWY WAS NOT VASI EQUIPPED BECAUSE OF THE DISPLACED THRESHOLD. AS I CAME DOWN ON FINAL; I WAS INDICATING BTWN 125 TO 130 KTS ON THE AIRSPD. I WAS A LITTLE FAST AND TOUCHED DOWN A LITTLE PAST THE NUMBERS. AS I CAME INTO BETA; I NOTICED ONLY 1 LIGHT; ON THE R SIDE. I WENT AHEAD AND CAME INTO REVERSE TO SEE IF MAYBE THE L BETA LIGHT WAS OUT. I NOTICED A REVERSE MALFUNCTION ON THE L ENG. I HAD TO GET ON THE BRAKES TO STOP THE AIRPLANE AND USE MY R REVERSE EASING IN AND OUT OF IT SO I COULD MAINTAIN CTL OF THE AIRPLANE. AS MY SPD REDUCED; I WAS ABLE TO USE ALL OF THE REVERSE ON THE R SIDE. I DID HAVE CTL OF THE AIRPLANE AND WAS AT A SLOW ENOUGH SPD WITHIN THE LAST 900 FT OF THE RWY; BUT MY EXCESSIVE BRAKING CAUSED A BRAKE FIRE ON THE L BRAKE. I TAXIED INTO THE RAMP NOT KNOWING THAT THERE WAS A FIRE. I WAS NOT NOTIFIED BY THE TWR; BUT THE FIRE DEPT WAS CALLED BY THE TWR. I CALLED AND NOTIFIED MY OPS AT WHICH TIME THEY FLEW BOTH AN AIRFRAME AND ENG MECH TO TAKE A LOOK AT THE AIRPLANE. THE L BRAKE AND TIRE WERE REPLACED AND THE ENG WAS EXTENSIVELY LOOKED AT. THE ENG MECH DID SEVERAL RUN-UPS AND ADJUSTMENTS TO THE L ENG. I FEEL THAT THIS PROB CAN BE SOLVED IF THE PIC STICKS TO THE LONGEST ASSIGNED RWY INSTEAD OF GOING TO THE SMALLER RWY EVEN THOUGH IT HAS SUFFICIENT RWY LENGTH.