What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On 9/17/2017 a clear VFR day winds 280 at 10 knots. At approx 1855Z aircraft was cleared to land runway 21. Prior to landing the crew ran the before landing checklist and noted the left anti-skid indicator not to light up. Crew tested the anti-skid system again and got the same indication. Crew thought it was an indication problem. Crew made a normal landing on runway, during the rollout the thrust reverser and airbrakes deployed normally, but did not have normal braking. The right brake felt normal and no resistance on left brake pedal. Pilot released both brake pedals and added maximum reverse thrust. Tried to add pressure to the left brake and it would not respond at all. He pushed brake pedal all the way down and there was still no braking on the left side. Pilot was using rudder and nose wheel steering to keep aircraft on the runway centerline. As they slowed down, rudder effectiveness decreased. This is when the pilot noticed that the nose wheel steering wasn't working properly. Pilot had his hand on the tiller, pushing down to engage the nose wheel steering and the wheel turned to the left and the airplane continued to travel to the right edge of the runway. Pilot attempted to reset the system and then re-engage the nose wheel steering with full left input with no effect. At some point the pilot realized that thrust reverse alone wasn't going to stop aircraft on the runway, so pilot added full braking on both brake pedals. Aircraft had slowed to approximately 10-20 knots and aircraft exited runway approx 500 feet from the end. Aircraft came to rest about 10-15 feet off the runway on the grass about 30-45 degrees off runway centerline.
As the FAA filed it
ON 9/17/2017 A CLEAR VFR DAY WINDS 280 AT 10 KNOTS. AT APPROX 1855Z AIRCRAFT WAS CLEARED TO LAND RUNWAY 21. PRIOR TO LANDING THE CREW RAN THE BEFORE LANDING CHECKLIST AND NOTED THE LEFT ANTI-SKID INDICATOR NOT TO LIGHT UP. CREW TESTED THE ANTI-SKID SYSTEM AGAIN AND GOT THE SAME INDICATION. CREW THOUGHT IT WAS AN INDICATION PROBLEM. CREW MADE A NORMAL LANDING ON RUNWAY, DURING THE ROLLOUT THE THRUST REVERSER AND AIRBRAKES DEPLOYED NORMALLY, BUT DID NOT HAVE NORMAL BRAKING. THE RIGHT BRAKE FELT NORMAL AND NO RESISTANCE ON LEFT BRAKE PEDAL. PILOT RELEASED BOTH BRAKE PEDALS AND ADDED MAXIMUM REVERSE THRUST. TRIED TO ADD PRESSURE TO THE LEFT BRAKE AND IT WOULD NOT RESPOND AT ALL. HE PUSHED BRAKE PEDAL ALL THE WAY DOWN AND THERE WAS STILL NO BRAKING ON THE LEFT SIDE. PILOT WAS USING RUDDER AND NOSE WHEEL STEERING TO KEEP AIRCRAFT ON THE RUNWAY CENTERLINE. AS THEY SLOWED DOWN, RUDDER EFFECTIVENESS DECREASED. THIS IS WHEN THE PILOT NOTICED THAT THE NOSE WHEEL STEERING WASN'T WORKING PROPERLY. PILOT HAD HIS HAND ON THE TILLER, PUSHING DOWN TO ENGAGE THE NOSE WHEEL STEERING AND THE WHEEL TURNED TO THE LEFT AND THE AIRPLANE CONTINUED TO TRAVEL TO THE RIGHT EDGE OF THE RUNWAY. PILOT ATTEMPTED TO RESET THE SYSTEM AND THEN RE-ENGAGE THE NOSE WHEEL STEERING WITH FULL LEFT INPUT WITH NO EFFECT. AT SOME POINT THE PILOT REALIZED THAT THRUST REVERSE ALONE WASN'T GOING TO STOP AIRCRAFT ON THE RUNWAY, SO PILOT ADDED FULL BRAKING ON BOTH BRAKE PEDALS. AIRCRAFT HAD SLOWED TO APPROXIMATELY 10-20 KNOTS AND AIRCRAFT EXITED RUNWAY APPROX 500 FEET FROM THE END. AIRCRAFT CAME TO REST ABOUT 10-15 FEET OFF THE RUNWAY ON THE GRASS ABOUT 30-45 DEGREES OFF RUNWAY CENTERLINE.