AFTER TOUCHDOWN; A CESSNA CE-560 ULTRA ACFT SWERVED TO THE RIGHT; THE RIGHT MAIN TIRE BLEW AND ACFT CAME TO A STOP 3000 FT DOWN THE RUNWAY AT A 90 DEGREE RIGHT ANGLE FROM THE RUNWAY ON THE CONCRETE.

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WE NOTICED DURING TAXI FOR RWY LINE UP THAT MORE PWR WAS REQUIRED TO MOVE THE AIRPLANE. WE DIDN'T THINK MUCH OF IT AS IT SEEMED LIKE THE TXWY WAS ON A SLIGHT SLOPE. DURING TKOF THE ROTATION REQUIRED AN EXTRA SECOND BEFORE THE ACFT LIFTED. WE THOUGHT THAT WAS UNUSUAL AND WE DISCUSSED OPTIONS AS WE FLEW FROM ZZZ1 TO ZZZ2. WE BRIEFED ABNORMAL CONDITIONS AND VISUALLY CHKED THE MAINS THROUGH OUR WINDOWS AFTER THE LNDG CHKLIST. THE CAPT ALSO TESTED THE BRAKES AND NOTHING SEEMED ABNORMAL. AFTER TOUCHDOWN THE AIRPLANE BEGAN TO SWERVE TO THE R AND TWR ANNOUNCED THAT OUR R WHEEL WAS SMOKING. AT SOME POINT THE R MAIN TIRE BLEW AND WE CONTINUED R DESPITE OPPOSITE CORRECTIONS. WE CAME TO A STOP ABOUT 3000 FT DOWN THE RWY NEAR MIDFIELD AT A 90 DEG R ANGLE FROM THE RWY ON THE CONCRETE BTWN THE RWY AND THE TXWY. WE JUST MISSED A TXWY SIGN AND TAXI LIGHT AS WE DEPARTED THE RWY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: REPORTER STATED THEY (CAPTAIN AND REPORTER) NOTICED THE BRAKE ANTI-SKID SWITCH WAS IN THE 'OFF' POSITION WHEN THEY ENTERED THE COCKPIT. NORMALLY THIS SWITCH IS LEFT IN THE 'ON' POSITION. HE DID NOT KNOW OF ANY PARTICULAR MAINT WORK BEING DONE; OR HAVING BEEN DONE; ON THE BRAKE OR ANTI-SKID SYSTEMS. THE ACFT DID NOT SUSTAIN ANY DAMAGE OTHER THAN THE BLOWN TIRE. MAINT CHANGED ALL THE MAIN TIRES AFTER THE INCIDENT. GENERALLY; THE PREVIOUS SITUATIONS HIS COMPANY HAS BEEN DEALING WITH INVOLVING THE BRAKE SYSTEM OF THIS TYPE CESSNA ACFT HAS BEEN THE ISSUE OF NOT GETTING ENOUGH BRAKING ACTION WHEN BRAKE PEDAL PRESSURE IS APPLIED. THIS ACFT TYPE DOES NOT HAVE AUTO-BRAKES.