FROM A STABILIZED ILS APCH IN THE LNDG FLARE THE ACFT YAWED L EXITED THE S SIDE OF THE RWY HITTING 2 RWY LIGHTS AND A MIL ARRESTING CABLE SIGN BEFORE COMING TO A HALT.

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AFTER DEVIATING AROUND SEVERAL BUILD-UPS WE WERE VECTORED FOR THE ILS AT FSM. INFO 'BRAVO' WAS RPTING 4300 SCATTERED 5000 OVCST; 10 MI VISIBILITY; WITH WINDS 030 DEGS AT RWY 06. ATC RPTED NO WX BTWN OUR ACFT AND THE ARPT. OUR WX RADAR CONFIRMED THIS AS WELL. AS WE CROSSED THE WIZEV LOM WE ENTERED AN AREA OF MODERATE RAIN AND THE TWR RPTED THAT THEIR VISIBILITY WAS REDUCED TO 3/4 MI IN MODERATE RAIN. I CONTINUED FLYING A STABILIZED APCH AT 130 KIAS WHILE MY COPLT WATCHED FOR THE RWY ENVIRONMENT. APPROX 3/4 OF A MI FROM THE THRESHOLD THE RWY ENVIRONMENT BECAME VISIBLE AND THE ACFT WAS SLOWED FOR A NORMAL LNDG. DURING THE LNDG FLARE; THE ACFT YAWED L AND EXITED THE S SIDE OF THE RWY. THE ACFT HIT 2 RWY LIGHTS AND A MIL ARRESTING CABLE SIGN BEFORE COMING TO A HALT JUST E OF TXWY 'E.' I FEEL THAT THERE WERE SEVERAL CONTRIBUTING FACTORS IN THIS INCIDENT. THE FOLLOWING I SUGGEST FOR IMPROVEMENT. 1) MORE ARPTS NEED FUNDING FOR LLWSA'S. THIS IS ESPECIALLY TRUE FOR THOSE ARPTS SERVING SCHEDULED CARRIERS. 2) SIGNS MARKING ARRESTING CABLES FOR MIL ACFT SHOULD BE PLACED FURTHER FROM THE SIDES OF RWYS. 3) AFTER DISCUSSION WITH OUR DIRECTOR OF OPS; HE HAD SPOKEN WITH ANOTHER PLT WHO ATTENDS FSI FOR RECURRENT TRAINING. ONE OF THE WEAKNESSES OF THIS PARTICULAR ACFT THAT WAS INVOLVED IN THIS INCIDENT IS THAT WHEN THE WIND SHIFTS THROUGH A QUARTERING TAILWIND AS WAS THE CASE HERE; THE ACFT BECOMES ALMOST IMPOSSIBLE TO CTL. ACFT MANUFACTURERS NEED TO BECOME MORE RESPONSIBLE AND INFORM OPERATORS OF WEAKNESSES AND POOR HANDLING CHARACTERISTICS OF THEIR ACFT IN UNUSUAL SITS. 4) CORRECTIVE SIGMETS SHOULD BE READ IN THEIR FULL TEXT; RECENTLY; ATC INFORMS PLTS OF THE AREAS THAT SIGMETS ARE IN EFFECT AND TO MONITOR HIWAS. MANY TIMES HOWEVER IT IS DIFFICULT TO FIND A HIWAS FREQ AND WHEN YOU DO THE INFO IS AS MUCH AS 2 HRS OLD.