CL60 CREW HAD ACFT BRAKE FAILURE.

Narrative

I WAS FLYING AS CAPT IN A CL601 ON SEP/XA/98. WE WERE INSTRUCTED TO LAND ON RWY 19L AT LAS ARPT. THE LNDG WAS MADE BY MY FO; AND WAS VERY NORMAL (IE; REVERSE THRUST; NORMAL BRAKING). AFTER THE LNDG; WE WERE INSTRUCTED TO TURN R OFF THE RWY; ON TXWY W; AND TO HOLD SHORT OF RWY 19R. AS MY FO TURNED OFF THE RWY ONTO TXWY W; WE STARTED THE AFTER LNDG CHKLIST; AND WE BOTH REITERATED TO HOLD SHORT OF RWY 19R (THE DISTANCE IS APPROX 30 YARDS). AS WE APCHED RWY 19R; TXWY W; MY FO YELLED OUT TO ME HE HAD NO NORMAL BRAKING. I PRESSED ON MY BRAKES AS SOON AS HE SAID THIS. I ALSO HAD NO MEANS OF BRAKING THE ACFT TO HOLD SHORT OF RWY 19R. AT THIS TIME; MY FO APPLIED FULL PWR REVERSE THRUST (IT TAKES APPROX 4-6 SECONDS FOR REVERSE TO DEPLOY). AS WE APCHED THE RWY; I COULD SEE A SINGLE ENG ACFT TAKING OFF. I ADVISED GND CTL THAT WE COULD NOT HOLD SHORT OF THE RWY; AND ALSO AT THIS TIME I ADVISED MY FO TO APPLY FULL PARKING BRAKE; WHICH HE DID. AT THIS TIME THE NOSE OF THE ACFT WAS ABOUT 10 FT ONTO THE RWY. THE SINGLE ENG CONTINUED HIS TKOF; AND FLEW OVER US BY 400 FT VERT. WE ELECTED TO RELEASE THE PARKING BRAKE; AND GET ACROSS THE RWY AND CLR RWY 19R; WHICH WE DID. ON THE OTHER SIDE OF RWY 19R WE APPLIED THE PARKING BRAKE; CAME TO A FULL STOP; ADVISED GND TO SEND EQUIP OUT AND TO NOTIFY THE FBO. WE SHUT DOWN BOTH ENGS; AND APU; AND ADVISED ATC THAT WE HAD LOST ALL OF OUR NORMAL BRAKES. ATC ADVISED ME THAT EVERYTHING WAS OK FROM THEIR POINT OF VIEW; AND THAT EVERYONE WAS SAFE. FROM THE TIME MY FO YELLED OUT HE HAD NO BRAKES; TO THE FULL STOP PARKING BRAKE; WAS ONLY 3-5 SECONDS -- IT HAPPENED VERY FAST. WE ADVISED MAINT ABOUT THIS INCIDENT; AND AT PRESENT TIME; MAINT DOES NOT KNOW WHAT CAUSED TOTAL FAILURE OF NORMAL BRAKES (POSSIBLE PROBS; OVER INFLATION OF STRUT; OR WOW SWITCH FAILURE). TAXI SPD WAS APPROX 5-8 MPH; VERY SLOW! I WILL ADVISE AS SOON AS I AM TOLD OF THE PROB. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: AFTER THE INCIDENT THE PLT RESEARCHED THE ACT MAINT MANUAL. THERE IS A 7 PAGE PROC TO SVC THE STRUTS. EACH MAIN GEAR STRUT USES PROX SWITCHES TO TELL THE ACFT WHETHER IT'S ON THE GND OR IS IN FLT. THE PROX SWITCHES ARE EXTREMELY SENSITIVE TO STRUT EXTENSION. IF THEY ARE OVER-SVCED; EVEN SLIGHTLY; THEY THINK THE ACFT IS AIRBORNE; AND RELEASE THE BRAKES ACCORDINGLY. THE COMPANY MAINT SUPVR APPARENTLY DID NOT PROPERLY ADVISE THE MAINT PERSONNEL FROM THE FBO OF THE CRITICAL NATURE; OR THE CORRECT PROC FOR STRUT SVC. 4 DAYS PREVIOUSLY THE ACFT HAD THE LNDG GEAR STRUTS GO FLAT. IN ACCORDANCE WITH THEIR COMPANY OPS MANUAL THE CAPT CONTACTED THE COMPANY MAINT SUPVR. HE TOLD THE A&P MECH AT THE FBO TO JUST PUMP THE STRUTS UP. THE ACFT MAINT MANUAL HAS A 7 PAGE PROC TO SVC THE STRUTS. STRUT SVCING IS INDICATED AS CRITICAL AS INCORRECTLY SVCED STRUTS MAY 'CAUSE COMPLETE BRAKE FAILURE.'