On March 4, 1994, about 1425 eastern standard time, a Cessna 190, N190RC, registered to Kathy A. and Laurence W. Robinson, experienced loss of control during the landing roll at the Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, while on a 14 CFR Part 91 personal flight. Visual meteorological conditions prevailed at the time and no flight plan was filed. The airplane was substantially damaged and the commercial-rated pilot, pilot-rated right front seat passenger, and one rear seat passenger were not injured. The flight originated from the Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, about 10 minutes earlier. The pilot stated that during the ground roll to takeoff just before rotation, he felt the airplane yaw slightly to the right but continued the takeoff. The flight returned for landing and after touchdown, the airplane yawed rapidly to the right. He applied left rudder and brake but the airplane veered off the right side of the runway. The left main landing gear collapsed after it contacted soft sand adjacent to the runway. Postaccident examination of the runway revealed that a skid mark from the right tire was more prominent than the skid mark from the left tire. Additionally, an FAA airworthiness inspector examined each wheel assembly after the accident and stated that the left wheel rotated freely but the right wheel was binding. The right main landing gear brake assembly including the brake disk were separated from the airplane for further examination. Examination of the brake disk revealed that it was not warped. The thickness was measured and determined to be .188 inch. According to Aircraft Braking Systems personnel, there is no minimum rotor thickness dimension in any of the maintenance manuals. The piston side brake linings were measured and determined to be .362 and .323 inch. The minimum thickness is .500 inch. The anvil side brake linings were measured and determined to be .240 and .225 inch. The minimum thickness is .188 inch. Examination of the brake housing and piston revealed no evidence of preimpact failure or malfunction. The brake lines were examined for evidence of blockage; none was detected. No determination could be made as to the reason for the right main landing gear brake to lock during the landing roll.