A CPR GULFSTREAM II FLC RAN OFF THE END OF RWY 11 AT BED WHEN BRAKING ACTION PROVES TO BE INSUFFICIENT TO STOP ON THE PAVED SURFACE. THE ARPT PERSONNEL SANDED THE RWY AFTER THIS INCIDENT.

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FOLLOWING AN ILS APCH TO RWY 11 AT BED THE PF LANDED THE ACFT IN THE TOUCHDOWN ZONE. MAX REVERSE THRUST WAS UTILIZED; BUT THE CAPT RPTED THAT BRAKING EFFORTS WERE NOT DECELERATING THE ACFT. AGAIN MAX REVERSE WAS CONTINUOUSLY EMPLOYED UNTIL THE CAPT REDUCED TO IDLE REVERSE AT SLOW SPD IN ORDER TO MAINTAIN DIRECTIONAL CTL OF THE ACFT. NOSEWHEEL STEERING PROVIDED THE ONLY MEASURABLE DIRECTIONAL CTL. EFFORTS TO STOP THE ACFT CONTINUED WHICH REDUCED THE SPD TO APPROX 1-2 MPH WHEN THE AIRPLANE DEPARTED THE DEP END OF RWY 11; AN ESTIMATED 36 INCHES FROM THE RWY SURFACE. THE ACFT WAS INSPECTED AND NO DAMAGE WAS THE RESULT. PER MANUFACTURER'S RECOMMENDATIONS; MAINT TECHNICIANS RETURNED THE ACFT TO SVC FOLLOWING INSPECTION AND RESULTING IN NO DAMAGE OR REPAIRS. A SIMILAR ACFT LANDED PRIOR TO OUR ARR AND RPTED BRAKING AS FAIR TO POOR. FOLLOWING OUR LNDG; AN ARPT TEST VEHICLE RPTED BRAKING AS POOR; OUR BRAKING WAS NIL. WHILE OUR ACFT WAS BEING TOWED; THE ARPT AUTHS BEGAN TO IMMEDIATELY SAND ALL RWY AND TAXI SURFACES. I FEEL THAT GIVEN THE SAME CIRCUMSTANCES THE EVENT COULD HAVE BEEN AVOIDED BY A BETTER; MORE FREQUENT TESTING SYS AND MORE JUDICIOUS USE OF SAND TO AID BRAKING EFFECTIVENESS.