CORP PLT MAKES FAST ILS APCH USING LESS THAN NORMAL FLAPS. BRAKES LOCK UP WHEN APPLIED ON WET RWY. SKIDS OFF END OF RWY.

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PRIOR TO REACHING CRESCENT CITY ARPT; APPROX 20-30 MI OUT; I RECEIVED ANOTHER UPDATE ON THE WX THERE THAT SHOWED THE WX WAS 200 FT OVCST AND VISIBILITY 3/4 MI IN FOG; WX THAT MET THE MINS FOR THE ILS RWY 11 APCH. I WAS CLRED TO THE VOR AT OR ABOVE 4000 FT AND CLRED FOR THE APCH. I EXECUTED THE FULL PROC AND TRACKED THE LOC AND GS DOWN TO MINS; ALWAYS WITHIN A HALF DOT. AT 280 FT MSL; I BROKE OUT OF THE MARINE CLOUD LAYER AND HAD THE RWY IN SIGHT. I TOUCHED DOWN APPROX 1/2 WAY DOWN THE RWY AND APPLIED THE BRAKES. FOR AN UNKNOWN REASON; THE BRAKES LOCKED UP ON BOTH SIDES AND THE ACFT SKIDDED IMMEDIATELY. I RELEASED BRAKE PRESSURE AND REAPPLIED EVEN MORE GENTLY. THE TIRES SKIDDED AGAIN; I CONTINUED TO SET AND RELEASE THE BRAKES WITH THE SAME RESULT. AS I NEARED THE LAST THOUSAND FT OF RWY; I CONTINUED TO ATTEMPT TO BRAKE WITHOUT A SKID. AS I REALIZED WE WOULD RUN OFF THE END OF THE RWY; AND BRAKING EFFECTIVENESS WAS STILL CLOSE TO NIL; I APPLIED FULL BRAKING AND CONCENTRATED ON STOPPING THE ACFT PRIOR TO THE END OF THE RWY. AS WE REACHED THE END OF THE RWY (ACFT STILL IN A SKID); I SAW WE WERE HDG FOR THE RWY THRESHOLD LAMPS. TO AVOID STRIKING THE LAMPS WITH THE PROP OR LNDG GEAR; I PULLED BACK HARD ON THE CTL COLUMN AND USED THE RUDDER PEDALS TO ATTEMPT TO STEER THE ACFT SO AS TO LET THE LAMP PASS BTWN THE NOSE AND R HAND MAIN LNDG GEAR. AS WE EXITED THE RWY INTO THE MOIST GRASS; THE ACFT SLID STRAIGHT AHEAD AND ACROSS A SMALL 'FURROW' IN THE SOIL. AT THIS POINT I SECURED THE ACFT AS THE R HAND MAIN GEAR COLLAPSED INTO ITS WHEEL WELL AS IT HIT THE 'FURROW.' THE R HAND WING TIP AND HORIZ STABILIZER CONTACTED THE GND AND THE AIRPLANE STOPPED. I OPENED THE L HAND DOOR; CHKED THE CONDITION OF THE PAX AND HELPED THEM EVAC. THE CHAIN OF EVENTS JUST DESCRIBED OCCURRED VERY QUICKLY AND THE SKIDDING OFF THE RWY AND EVENTUAL GEAR COLLAPSE TOOK PLACE WITH ALMOST NO FEELING OF IMPACT OR TURB. THE DAMAGE WAS LIMITED TO A CRACKED FIBERGLASS WINGTIP AND WRINKLED HORIZ STABILIZER AND AFT BELLY SKIN. THERE WAS NO PROP STRIKE OR OTHER DAMAGE. THE SITUATION WAS TERMED AN INCIDENT BY AUTHORITIES. THE CONTRIBUTING FACTORS INVOLVED IN THIS INCIDENT INCLUDE MY FLYING THE APCH AT A FLAP SETTING OF 10 DEGS AND THUS AN AIRSPD ABOVE THE NORMAL LNDG SPD. ADDITIONALLY; ONCE THE RWY WAS IN SIGHT AT MINS; LNDG WAS MADE WITHOUT FURTHER FLAPS. ONCE THE LNDG WAS MADE; A COMBINATION OF A MOIST RWY (DUE TO THE FOG); AND A FAST LNDG SPD; GREATLY REDUCED BRAKE EFFECTIVENESS. THIS; TOGETHER WITH THE FACT THE TOUCHDOWN WAS MADE ON THE SECOND HALF OF THE RWY; INCREASED THE RISK OF RUNNING OFF THE END OF THE RWY DURING BRAKING. IN THE FUTURE I WILL FLY INST APCHS IN THE ACFT AT A SLOWER SPD; WITH MORE FLAP; AND INCREASE THE FLAP SETTING ONCE THE RWY IS IN SIGHT; WHILE SLOWING TO LNDG SPD. ALSO; I WILL KEEP IN MIND THAT FOGGY CONDITIONS MAY IN FACT DECREASE BRAKING EFFECTIVENESS. FURTHER; IF ANYTHING DOESN'T SEEM RIGHT DURING THE APCH OR THE LNDG PHASE; I WILL GAR; REGROUP; AND FLY THE APCH AGAIN WITH THE NECESSARY CHANGES. IT IS TOO EASY TO FEEL RUSHED AND TOO COMMITTED TO LNDG; EVEN IF THINGS AREN'T EXACTLY AS THEY SHOULD BE.