F900 ROLLS OFF END OF RWY AFTER LNDG.

Narrative

ACCORDING TO THE ATIS WE RECEIVED ENRTE; WE WERE EXPECTING TO LAND ON RWY 1. THE WX WAS GOOD VFR; HOWEVER; THE WINDS WERE GUSTY; BUT NOT OUTSIDE OF OUR NORMAL PARAMETERS. THE ATIS RPTED THE WINDS AT 320 DEGS AT 20 KTS GUSTING TO 25 KTS. THE TEMP WAS RPTED AS 0 DEGS C. LATER IN OUR FLT; WE WERE TOLD BY ATC THAT WE WERE TO EXPECT RWY 6 DUE TO RWY 1 NOW BEING CLOSED BECAUSE OF A DISABLED ACFT (BLOWN TIRE). WE ASKED WHAT THE BRAKING CONDITIONS WERE ON THAT RWY AND WERE TOLD A FEW MINS LATER BY ATC THAT BRAKING CONDITIONS WERE 'GOOD.' WHEN WE CONTACTED THE TWR WHILE ON THE ILS APCH WE WERE CLRED TO LAND ON RWY 6 AND TOLD THAT THE WINDS WERE NOT 290 DEGS AT 20 KTS GUSTING TO 25 KTS. SINCE THE WINDS HAD BECOME MORE OF A TAILWIND AT THIS POINT; WE ASKED IF WE COULD LAND ON THE OPPOSITE RWY; RWY 24; IN ORDER TO LAND WITH A HEADWIND COMPONENT WHICH WOULD REDUCE OUR LNDG DISTANCE. A FEW MOMENTS LATER; WE WERE TOLD TO FLY A L DOWNWIND PATTERN TO RWY 24 AND WE WERE THEN CLRED FOR A VISUAL APCH TO THE RWY. WHILE ON THE DOWNWIND LEG OF OUR VISUAL APCH TO RWY 24; WE WERE CLRED FOR LNDG AND TOLD THE WINDS WERE NOW RPTED AT 320 DEGS AT 10 KTS. WHILE ON FINAL APCH TO THE RWY; WE RECEIVED 1 FINAL WIND RPT FROM THE TWR WHICH WAS 290 DEGS AT 15 KTS GUSTING TO 20 KTS. THROUGHOUT THE APCH WE MAINTAINED NORMAL PROCS. THE ACFT WAS WITHIN NORMAL WT AND BAL LIMITATIONS. OUR CALCULATED LNDG SPD WITH FULL FLAPS WAS 120 KTS AND A LNDG DISTANCE OF APPROX 2760 FT FOR LNDG ON RWY 24 WHICH WAS 6013 FT. WE LANDED AT APPROX XA15. TOUCHDOWN ON THE RWY WAS IN A NORMAL LNDG AREA WHICH PROVIDED US WITH PLENTY OF DISTANCE TO STOP THE ACFT UNDER THE EXPECTED CONDITIONS. UPON TOUCHDOWN; I APPLIED BRAKES AND THRUST REVERSERS. DURING THE ROLLOUT; I REALIZED THAT WE WERE NOT ACHIEVING THE NORMAL DECELERATION THAT THE FALCON 900EX NORMALLY PROVIDES. IT FELT AS IF WE WERE SKIDDING ON AN ICY SURFACE OR HAD LIMITED BRAKING CAPABILITY. ONCE I REALIZED WE WERE GOING TO BE UNABLE TO STOP BEFORE THE END OF THE RWY; I INFORMED THE OTHER PLT. I CONTINUED TO APPLY MAX BRAKE PRESSURE UNTIL THE ACFT STOPPED. I FOCUSED MY ATTN ON MAINTAINING CTL OF THE ACFT WHILE EXITING THE RWY AND ATTEMPTING TO MINIMIZE DAMAGE TO THE ACFT AND IMPROVING OUR CHANCES FOR SAFETY. WE MAINTAINED CTRLINE OF THE RWY UNTIL THE VERY END WHERE I AIMED TO MISS THE RWY END LIGHTS. NO LIGHTS WERE STRUCK. I THEN VEERED SLIGHTLY MORE TO THE R IN ORDER TO AVOID STRIKING THE APCH LIGHTING SYS FOR RWY 6. THE ACFT THEN CAME TO AN ABRUPT STOP IN THE MUD. AFTER WE STOPPED; I SHUT DOWN THE ENGS AND EVACUATED THE ACFT WITH THE PAX AND DIRECTED HER AWAY FROM THE ACFT IN THE EVENT OF A POST ACCIDENT FIRE. THE OTHER PLT REMAINED WITH THE ACFT AND PERFORMED THE EMER PROCS AND FOLLOWED BEHIND US VERY QUICKLY. AT THIS POINT; IT IS HARD TO SAY WHAT MAY HAVE CAUSED THIS INCIDENT. THERE IS A DEFINITE POTENTIAL OF A MECHANICAL FAILURE. ALSO; SINCE THE TEMP WAS EXACTLY 0 DEGS C; THE POSSIBILITY EXISTS THAT ANY MOISTURE ON THE RWY SURFACE MAY HAVE RECENTLY BECOME FROZEN. IN ADDITION; I DID NOT FEEL IT WAS APPROPRIATE FOR THE TWR TO ASSIGN US A RWY TO LAND ON WHERE WE HAD A GUSTY TAILWIND. THIS REQUIRED US TO MAKE A QUICK DECISION TO REQUEST A MORE APPROPRIATE RWY.