On May 5, 2007, at 1930 central daylight time, a Cessna 414A, N53WT, sustained substantial damage when the airplane overran runway 20 (4,600 feet by 75 feet, asphalt) at Door County Cherryland Airport (SUE), Sturgeon Bay, Wisconsin. The private pilot and both passengers were not injured. The 14 Code of Federal Regulations Part 91 flight departed Ford Airport (IMT), Iron Mountain/Kingsford, Michigan, at 1900 and was en route to SUE. Visual meteorological conditions prevailed at the time of the accident. No flight plan was filed. The pilot stated that he had flown from the Denver, Colorado, area earlier in the day with a stop at IMT prior to continuing on to SUE. He reported that he did not have to use the brakes significantly at IMT (6,500 feet by 150 feet, asphalt) due to "a long, uphill sloping runway." Twenty-two minutes after departing IMT for SUE, the pilot reported that the right hydraulic light on the annunciator panel illuminated. He lowered the landing gear and continued on to SUE. The pilot stated that he flew his final approach into SUE with the flaps deployed halfway due to a crosswind. Upon touchdown, he then deployed the flaps to the full position. He said that he touched down on the runway at a "normal point and airspeed" and tried to apply the brakes. He stated his brakes had little or no effect. The airplane overran the runway, went through the airport's chain link perimeter fence, and stopped on the perimeter road. None of the occupants were injured. A deputy with the Door County Sheriff's Office arrived and took measurements. The airplane came to rest 449 feet from the edge of the runway. The distance from the runway to the chain link perimeter fence was 413 feet. A Federal Aviation Administration (FAA) inspector examined the aircraft and the accident location. He reported that when he applied the brakes from the cockpit that they were not spongy and were able to hold the aircraft in place. The brake fluid level was within limits. A visual inspection showed the wear on the brake pads was not excessive. During the inspection of the runway, the inspector observed black skid marks from both the left and right main gear tires continuing to the end of the runway, where furroughs from both main tires continued through the grass almost to the fence line. A licensed airframe and powerplant (A&P) mechanic who inspected the aircraft in order to prepare it for a ferry flight noted that both brakes locked up in the hangar upon inspection. The brakes also held the aircraft during a single-engine full-power run-up. He reported that when the aircraft was taxied, the brakes "were not too good." The A&P took both the right and left brake assemblies off of the airplane for further examination. He stated that the right brake showed wear on one side, while the other side showed no wear. He reported that the right brake was leaking fluid. The inspection of the left brake assembly revealed that the left brake disc was "cupped" all the way around the disc on the inboard side. He reported that the left and right brake assemblies were in need of service. He reported that the left side required a new brake disc and new brake pads and the right side required new brake pads. Weather conditions reported at SUE near the time of the accident were: Wind 070 degrees at 10 knots; visibility 10 statute miles; sky clear; temperature 12 degrees Celsius; dew point -1 degree Celsius; altimeter setting 30.28 inches of mercury.