ACR LTT SUFFERS A NEAR RWY EXCURSION AFTER LNDG PROC LNDG OVERSHOT DURING A DEV FROM THE STABILIZED APCH CONCEPT. LACK OF FLC PLANNING INFLT. LOSS OF FOCUS.

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I WAS FLYING BE-1900C CMH-CAK; WE HAD TRIED TO CALL OUR COMPANY 10 MINS OUT BUT DIDN'T GET AN ANSWER. AS WE GOT CLOSER TO ARPT I ASKED FO TO TRY ANOTHER CALL. WE HAD ASKED TO STAY HIGH FOR STAYING ABOVE SOME CLOUDS WITH RAIN SHOWERS (TURB). WHILE FO WAS ON #2 COM WE GOT CLRED FOR THE VOR 5 AND CONTACT TWR WE WERE 15 MI OUT AT 7000 MSL. EVERYTHING WAS SET UP FOR THE APCH. I REDUCED PWR AND STARTED A SHALLOW DSCNT. FO GOT BACK AND I INFORMED HIM THAT WE WERE CLRED FOR THE APCH AND TO CONTACT TWR. HE SAID WE COULD GO ALL THE WAY DOWN TO MDA AND I REALIZED WE WERE HIGH. I SELECTED FLT IDLE AND WE GOT A VISUAL WITH THE ARPT. TWR WAS CONTACTED AND WE WERE CLRED TO LAND RWY 5. I ASKED FOR PROPS FULL FORWARD. FLAPS 1 WAS SELECTED AND GEAR DOWN. FINAL CHKLIST ALSO COMPLETED. GPWS CALLED FOR 'TO LOWER FLAPS' AND I ASKED FOR FLAPS 2. IT WAS LOOKING GOOD NOW ONLY A LITTLE HIGH BUT FAST. GPWS SAID 'SINK RATE; SINK RATE.' I SHALLOWED DSCNT AND REACHED GND EFFECT. FO ASKED 'DO YOU WANT FLAPS TWICE' AND I SAID YES. THE AIRPLANE WAS FLOATING FOREVER IT FELT. FO CALLED OUT AND A LITTLE AFTER WE TOUCHED DOWN; FO CALLED OUT 1500 FT L AND I SELECTED FULL REVERSE (COMPANY POLICY: WE DON'T USE IT). RWY WAS WET AND I DIDN'T RELY ON ONLY BRAKING. GOT OUT OF REVERSE WHEN I REALIZED I WAS GONNA BE ABLE TO STOP. STOPPED AT THE END OF THE RWY END. SELECTED 1 ENG REVERSE AND 1 PWR FORWARD; TURNED OFF ONTO TXWY. WE MADE IT TO STOP ON THE RWY; BUT IT FELT UNCOMFORTABLE TO ME WHAT ABOUT IF 1 BRAKE WOULDN'T HAVE WORKED OR IF REVERSE WOULDN'T HAVE WORKED OR BOTH. AFTER WE GOT TO THE GATE AND UNLOADED PAX. I TALKED TO FO AND TOLD HIM AGAIN THAT IF HE SEES SOMETHING HE DOESN'T LIKE TO CALL IT OUT TO ME. I'M NOT FAIL FREE AND IT IS A TEAM WORK TO FLY AN ACFT. HE SAID HE DIDN'T DOUBT THAT WE WOULDN'T MAKE IT (I) BEFORE THE END OF THE RWY. I THINK THE WHOLE PROB STARTED WHEN I DECIDED NOT TO FLY THE PROFILE IN A COMPANY PROC WAY: STAY HIGH OUT OF TURB. DIDN'T THINK WE WERE THAT CLOSE TO THE ARPT. FO'S TRY TO CONTACT COMPANY ALSO TOO CLOSE TO ARPT; BUT WE WERE STILL AT CRUISE ALT OF 2000 FT MSL. THESE THINGS CALL TO COMPANY AT HIGHER SPDS ON A RFH THAN ON PROFILE. HAPPEN A LOT THOUGH; ESPECIALLY WHEN WE HAVE SHORT LEGS; ARE IN A HURRY TO MAKE OUR BLOCK TIMES SO WE KEEP THE SPD UP. WHEN THE AIRPLANE REACHED GND EFFECT AT 140 KIAS AND NOT ON CORRECT GLIDE PATH WAS WHEN I MADE THE MISTAKE IN NOT GOING AROUND. INSTEAD I ASKED FOR FULL FLAPS WHICH MADE THE PLANE EVEN FLARE A LITTLE LONGER. I HAVE DONE GAR'S BEFORE MANY TIMES WHEN THINGS HAVEN'T BEEN RIGHT SO IT WASN'T THAT I DON'T DO GAR'S. 5 KTS STRAIGHT XWIND MAYBE 1 OR 2 KTS TAILWIND PROBABLY DIDN'T HELP; BUT WASN'T THE MAIN PROB IF IT WOULD HAVE BEEN A NORMAL APCH. I LEARNED FROM IT AND I'M HAPPY THAT IT WASN'T CLOSER TO ACCIDENT/INCIDENT THAT IT WAS. I WOULD LIKE FOR OTHER PLTS TO KNOW THAT AN ALMOST NORMAL APCH DIDN'T FINISH ALMOST NORMALLY. ALSO LIKE TO SEE IF THERE IS SOMETHING FOR ME TO LEARN FROM OTHERS.