Narrative:

I entered the downwind for left base runway xx. My first attempt I initiated a go around due to high altitude and high airspeed. I re-entered the downwind readjusting my altitude and airspeed. I turned left base at 80 KTS and 10 degrees of flaps. I extended my final from my previous attempt to allow for enough time/room for desired landing. On long final; I was around 75 KTS and 20 degrees flaps. My GS was accurate and on short final I was around 65-70 KTS and full flaps. I touched down with rear wheels about 200-300 ft down the runway at around 65 KTS. My nosewheel made contact and I applied the brakes. The brakes locked up and the plane proceeded to skid down the runway. I lifted off the brakes momentarily to release and reapply them to try and alleviate the skid. The brakes were stuck down and I could not stop the skid. The plane continued down the runway slowing at a minimal rate. I worked hard to maintain direction of the aircraft. Unfortunately; the plane did not stop in time and overran the runway. As PIC; I made the decision to stay on the ground; and not initiate a go around; because there was a large field to run off into at the end of the runway. Other reasons to avoid a go around would be the locked brakes and a tree line in the departure path that may have affected the airspeed/lift of the airplane on departure. I feel that the airplane would not have sustained damage if the field was free of ruts; but 2 days previously; a truck made numerous ruts in the field creating hazards for any vehicle.

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Original NASA ASRS Text

Title: C172 SUSTAINS UNCHARACTERIZED DAMAGE AFTER EXITING RWY DUE TO BRAKES LOCKING UP ON LANDING.

Narrative: I ENTERED THE DOWNWIND FOR L BASE RWY XX. MY FIRST ATTEMPT I INITIATED A GAR DUE TO HIGH ALT AND HIGH AIRSPD. I RE-ENTERED THE DOWNWIND READJUSTING MY ALT AND AIRSPD. I TURNED L BASE AT 80 KTS AND 10 DEGS OF FLAPS. I EXTENDED MY FINAL FROM MY PREVIOUS ATTEMPT TO ALLOW FOR ENOUGH TIME/ROOM FOR DESIRED LNDG. ON LONG FINAL; I WAS AROUND 75 KTS AND 20 DEGS FLAPS. MY GS WAS ACCURATE AND ON SHORT FINAL I WAS AROUND 65-70 KTS AND FULL FLAPS. I TOUCHED DOWN WITH REAR WHEELS ABOUT 200-300 FT DOWN THE RWY AT AROUND 65 KTS. MY NOSEWHEEL MADE CONTACT AND I APPLIED THE BRAKES. THE BRAKES LOCKED UP AND THE PLANE PROCEEDED TO SKID DOWN THE RWY. I LIFTED OFF THE BRAKES MOMENTARILY TO RELEASE AND REAPPLY THEM TO TRY AND ALLEVIATE THE SKID. THE BRAKES WERE STUCK DOWN AND I COULD NOT STOP THE SKID. THE PLANE CONTINUED DOWN THE RWY SLOWING AT A MINIMAL RATE. I WORKED HARD TO MAINTAIN DIRECTION OF THE ACFT. UNFORTUNATELY; THE PLANE DID NOT STOP IN TIME AND OVERRAN THE RWY. AS PIC; I MADE THE DECISION TO STAY ON THE GND; AND NOT INITIATE A GAR; BECAUSE THERE WAS A LARGE FIELD TO RUN OFF INTO AT THE END OF THE RWY. OTHER REASONS TO AVOID A GAR WOULD BE THE LOCKED BRAKES AND A TREE LINE IN THE DEP PATH THAT MAY HAVE AFFECTED THE AIRSPD/LIFT OF THE AIRPLANE ON DEP. I FEEL THAT THE AIRPLANE WOULD NOT HAVE SUSTAINED DAMAGE IF THE FIELD WAS FREE OF RUTS; BUT 2 DAYS PREVIOUSLY; A TRUCK MADE NUMEROUS RUTS IN THE FIELD CREATING HAZARDS FOR ANY VEHICLE.

Data retrieved from NASA's ASRS site as of May 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.