A LEAR 25 ON ROLLOUT AFTER AN EMER LNDG DUE TO A R GEAR UNSAFE LIGHT EXPERIENCED R BRAKE FAILURE CAUSING RWY EXCURSION.

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THE FLT SEGMENT ORIGINATED AT BHM AND WAS FLT PLANNED TO FTY. THE TWR CLRED US FOR THE APCH INTO FULTON COUNTY ARPT AT FULTON COUNTY. AT 1 DOT ABOVE THE GS I CALLED FOR THE GEAR TO BE EXTENDED AND FLAPS 20 DEGS. AFTER THE CYCLE WAS COMPLETE ON THE GEAR FO RPTED TO ME NO R GEAR LNDG LIGHT TO SIGNIFY GEAR DOWN AND LOCKED ON THE R GEAR. I THEN ASKED FO TO RECYCLE THE GEAR AGAIN AND ONCE AGAIN THE GEAR DID NOT SHOW A LIGHT SIGNIFYING A R GEAR DOWN AND LOCKED POS. I THEN HAD HIM RPT TO THE TWR THAT WE HAD A POTENTIAL PROB ON OUR R LNDG GEAR AND WE WOULD DO A LOW PASS TO DETERMINE IF IT WAS INDEED DOWN. THE TWR CONFIRMED THAT THE GEAR LOOKED DOWN BUT COULD NOT CONFIRM IF IT WAS LOCKED. WE THEN ASKED FOR A GAR AND WAS GRANTED A R TURN TO A R DOWNWIND APCH TO RWY 8. WE THEN PROCEEDED TO REVIEW THE EMER CHKLIST AND RECYCLED THE GEAR ONE MORE TIME TO DETERMINE IF IT WOULD SHOW DOWN AND LOCKED. IT DID NOT. AFTER COMPLETING THAT I DETERMINED THAT IT WAS IN OUR BEST INTEREST TO BLOW THE GEAR DOWN TO CONFIRM THAT WE DID EVERYTHING TO SECURE THE GEAR DOWN. I PROCEEDED TO USE THE EMER GEAR EXTENSION AND THEN RETRACTED THE EMER AIR EXTENSION LEVER AFTER THE BLOWDOWN TO PRESERVE THE EMER AIR SHOULD WE HAVE A HYD FAILURE AND NEED IT FOR THE BRAKES FOR LNDG. WE THEN CHKED THE EMER AIR AND VERIFIED THAT WE HAD PLENTY OF AIR INDICATED ON THE GAUGE. SINCE WE DID NOT HAVE 2 UNSAFE LIGHTS I FELT THAT WE HAD A GOOD CHANCE THAT THE GEAR WAS DOWN AND THE LIGHT BULB WAS JUST OUT OR THE PROX SWITCH WAS NOT WORKING TO ILLUMINATE THE LIGHT. AS WE GOT CLOSER TO THE RWY; FO ASKED THE TWR TO CONFIRM WHETHER WE HAD A R LNDG GEAR LIGHT. THEY SAID THEY COULD NOT CONFIRM IT; BUT THEY FELT LIKE WE DID HAVE IT ILLUMINATED SIGNALING A DOWN AND LOCKED R GEAR. ON SHORT FINAL WE RECEIVED CONFIRMATION FROM THE TWR THAT INDEED WE DID HAVE A R LNDG LIGHT INDICATING DOWN AND LOCKED ON THE R GEAR. THIS MADE US FEEL A LOT BETTER. I CALLED FOR FULL FLAPS AND WE BEGAN OUR DSCNT ONTO THE RWY. I EXTENDED THE FLARE DOWN THE RWY APPROX 1500 FT DOWN THE RWY BEFORE LIGHTLY TOUCHING DOWN ON THE CTRLINE AND DEPLOYING THE SPOILERS. I THEN DEPLOYED THE THRUST REVERSERS AND THE PLANE BEGAN TO DECELERATE ON THE CTRLINE. FO CALLED OUT 80 KTS; I STOWED THE SPOILERS AND APPLIED BRAKE PRESSURE TO DETERMINE BRAKING BEFORE I RETRACTED THE THRUST REVERSERS. IMMEDIATELY WE BEGAN A L-HAND TURN VEERING OFF THE CTRLINE. FO REMARKED TO ME THAT WE WERE NOT TRACKING PROPERLY AND TO GET OVER TO THE R. I SAID 'I WAS TRYING' BUT THERE WAS LITTLE OR NO CTL ON THE R BRAKE AND NO RUDDER CTL. FO THEN PROCEEDED TO TRY AND HELP ME WITH BOTH OUR R RUDDER PEDALS FULLY DEPRESSED WITH NO BRAKING PWR ON THE R BRAKE. I MADE THE DECISION TO NOT STOW THE THRUST REVERSERS BECAUSE I KNEW I WOULD NEED TO SLOW THE PLANE DOWN. I KNEW I DID NOT HAVE ASYMMETRICAL DEPLOYMENT DUE TO THE FACT THAT I STAYED ON THE CTRLINE AFTER DEPLOYMENT AND ONLY HAD A PROB WHEN I PUT ON SOME BRAKE AT 80 KTS. AS WE BEGAN TO LEAVE THE RWY SURFACE IT BECAME APPARENT THAT THE BRAKES WERE NOT FUNCTIONING AND THAT THE ONLY MEANS OF STOPPING THE ACFT WAS BY THRUST REVERSERS. AS WE SLOWED IT BECAME APPARENT THAT WE WERE HEADED TO A RETENTION POND BTWN THE 2 RWYS. WITHIN 25 FT OF THE GULLY AND ABOUT 10 KTS I HIT THE STEERING BUTTON TO TRY AND DIVERT THE PLANE TO THE R WITH NO SUCCESS. AT APPROX 5 KTS WE ROLLED OVER THE EDGE OF THE RETENTION POND AND CAME WITHIN 10 FT OF THE WALL OF THE POND. AFTER COMING TO A STOP THE ENGS WERE STILL RUNNING AND THE THRUST REVERSERS STILL DEPLOYED. FO YELLED SHUT THE ENGS OFF. I SAID I WAS TRYING BUT THEY WOULD NOT CUT OFF AT THE STOPS ON THE THROTTLE CTLRS. (AFTER THE FACT WE REALIZED AFTER THE RUSH THAT WHEN YOU HAVE THE THRUST REVERSERS PULLED YOU CANNOT CUT THEM OFF UNTIL THEY ARE STOWED AS A SAFETY PRECAUTION.) I THEN SAID PUSH THE FIRE PINS TO CUT THE FUEL OFF TO THE ENGS. THE ENGS CONTINUED TO RUN AND WE DECIDED TO PUSH THE EXTINGUISHER BOTTLES TO SHUT OFF THE ENGS. WE THEN EVACED THE PLANE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS A LEAR 25D AND ON APCH WHEN THE LNDG GEAR WAS EXTENDED THE R MAIN GEAR INDICATED UNSAFE. THE RPTR SAID THE GEAR WAS RECYCLED AND STILL INDICATED UNSAFE AND IT WAS DECIDED TO EXTEND THE GEAR USING THE BACKUP PNEUMATIC SYS. THE RPTR STATED ON LNDG ROLL THE R BRAKE WAS NOT OPERATIVE AND THE ACFT WAS VEERING TO THE L AND FINALLY AFTER USING ENG REVERSE THRUST THE ACFT SLOWLY ROLLED OFF THE RWY. THE RPTR SAID THE GEAR WARNING WAS CAUSED BY DEFECTIVE GEAR POS SENSOR OR SENSOR TARGET. THE BRAKE PROB IS STILL BEING WORKED BUT MAINT SUSPECTS THE R MAIN GEAR BRAKE SHUTTLE VALVE AND OR AN ELECTRICAL PROB. THE RPTR SAID THE ACFT WAS NOT DAMAGED.