AN LGT FREIGHTER CREW WENT OFF THE SIDE OF THE RWY IN A XWIND.

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THE FO FLEW THE LEG TO ATW. ON INITIAL CONTACT WITH APCH CTL; WE WERE GIVEN THE WX AND TOLD TO EXPECT THE ILS TO RWY 29. UPON CHKING THE WINDS; WE DISCOVERED THE WINDS EXCEEDED OUR TAILWIND LIMITATION. WE THEREFORE ASKED FOR AND OBTAINED THE BACK COURSE RWY 11. TWR RPTED THE WIND 04/25; BRAKING ACTION FAIR (RPTED BY A VEHICLE) AND CLRED US TO LAND. WE BROKE OUT AND SAW THE RWY APPROX 1 MI PRIOR TO THE MISSED APCH. THE RWY AND CTRLINE MARKS WERE COVERED BY SNOW. HOWEVER; RWY EDGE LIGHTS WERE CLRLY VISIBLE. THE ACFT WAS FULLY CONFIGURED; ALIGNED WITH THE RWY AND STABILIZED. WE HAD A FIRM TOUCHDOWN APPROX 900 FT DOWN THE RWY SLIGHTLY R OF CTRLINE. THE ACFT BOUNCED AND LANDED IN A SLIGHT CRAB APPROX THE SAME DISTANCE R OF CTRLINE. AT THIS TIME; I DEPLOYED THE SPD BRAKE AND MADE SURE THE YOKE WAS INTO THE WIND. THE FO HAD THE PROPER XWIND CTLS APPLIED; HOWEVER; WE WERE SLIDING TOWARD THE R EDGE OF THE RWY. I TOOK CTL OF THE ACFT AND ATTEMPTED TO USE NOSEWHEEL STEERING. THE TAIL OF THE ACFT CONTINUED TO SLIDE TO THE R AND THE ACFT MAIN GEAR DEPARTED THE RWY SURFACE. FACTORS CONTRIBUTING TO THIS INCIDENT WERE: 1) WITH WINDS 04/25 THE PREFERRED RWY WAS 3; HOWEVER; THE ILS AND NDB APCHS TO THIS RWY WERE OTS. 2) THE XWIND LIMIT FOR THE LGT IS 29 KTS. HOWEVER; THERE ARE NO ADDITIONAL XWIND LIMITATIONS AS RWY SURFACE CONDITIONS DEGRADE. 3) ALTHOUGH GUSTY WINDS WERE GIVEN ON THE ATIS WHICH COULD HAVE EXCEEDED OUR XWIND LIMITATIONS; TWR DID NOT RPT GUSTY WINDS. 4) AFTER BOUNCING; THE ACFT LANDED IN A SLIGHT CRAB CAUSING SIDE FORCES. 5) USE OF REVERSE THRUST IN HIGH XWINDS CAN CAUSE 'BLANKING OF THE RUDDER;' REDUCING ITS EFFECTIVENESS IN STOPPING THE DRIFT. 6) WITH THE COMBINATION OF STRONG XWINDS; SNOW ON THE RWY; AND LOW VISIBILITY; I SHOULD HAVE MADE THE LNDG. TO PREVENT THIS OR A SIMILAR INCIDENT IN THE FUTURE: 1) I HAVE INCREASED MY PERSONAL MINIMUM CONDITIONS AND COMBINATION OF CONDITIONS FOR ALLOWING THE FO TO MAKE THE LNDG. 2) I ADVISED THE COMPANY OF THE NEED TO POSSIBLY LOWER OUR XWIND LIMITATION AS RWY CONDITIONS DEGRADE. 3) OUR FLT SAFETY DEPT IS RECOMMENDING TRAINING TO INCREASE OUR AWARENESS CONCERNING RUDDER BLANKING AND ITS EFFECT ON DIRECTIONAL CTL. SUPPLEMENTAL INFORMATION FROM ACN 239269: TOUCHDOWN OCCURRED ABOUT 1300 FT DOWN THE RWY; IN A WING LOW POS; ON CTRLINE; WITH THE FUSELAGE ALIGNED WITH THE RWY. TWR WAS INFORMED OF OUR RWY DEP BY THE CAPT AND THE CRASH CREWS ARRIVED SHORTLY THEREAFTER. IMMEDIATE INSPECTION OF THE ACFT REVEALED A DAMAGED R OUTBOARD SLAT WHICH STRUCK A RWY REMAINING MARKER. ONE NOTE: SHORTLY AFTER WE DEPARTED THE RWY WE HEARD TWR RPT BRAKING ACTION WAS NOW POOR ON ALL RWYS AND TXWYS. AS EVENTS UNFOLDED; IT BECAME OBVIOUS THE ONLY 'LEGAL' APCH WAS THE LOC BACK COURSE 11. 'LEGAL' AND 'SMART' ARE NOT THE SAME THING; OF COURSE. I; AS THE FO; DID NOT VERBALIZE TO THE CAPT THE DEG OF DIFFICULTY I WAS HAVING MAINTAINING DIRECTIONAL CTL OF THE ACFT. SUPPLEMENTAL INFORMATION FROM ACN 239258: THE BACK COURSE APCH WAS FLOWN WITH AN AVERAGE OF 20 DEGS CORRECTION TO THE L. CAPT CALLED 'I HAVE THE ACFT' AND TOOK THE CTLS. AT THIS TIME I CALLED OUT 'COME OUT OF REVERSE' AS THIS WOULD REDUCE THE SIDE VECTOR OF REVERSE THRUST. HE REDUCED REVERSE THRUST BUT ACFT CONTINUED TO DRIFT R OFF RWY. ACFT CAME TO A STOP WITH NOSEWHEEL ON RWY AND BOTH MAINS IN DIRT OFF R SIDE OF RWY. ALL 3 OF US WERE SURPRISED BY THE AMOUNT OF SNOW ON THE RWY AND HOW SLICK THE RWY ACTUALLY WAS.