CAPT OF AN LTT CORP JET RAN OFF THE SIDE OF THE RWY AFTER LOSING ACFT CTL DURING LNDG OUT OF A NON-PRECISION APCH IN ICING CONDITIONS.

Narrative

THE APCH PHASE WAS NORMAL. DURING THE FINAL MI THE COPLT RPTED SEEING THE ARPT; I COMMENTED THAT I DID NOT SEE THE RWY SEVERAL TIMES AND HE RPTED SEEING THE ARPT. AS WE WERE ALMOST ON TOP OF THE RWY I PICKED UP THE ARPT BUT NOT THE RWY. ABOUT THIS TIME; THE COPLT SAID WORDS TO THE EFFECT OF 'IT'S RIGHT THERE; GO DOWN NOW' AT WHICH TIME I HAD A VISUAL ON THE ARPT BUT NOT THE RWY. I STARTED AN IMMEDIATE STEEP DSCNT TO THE RWY. AS WE CROSSED THE APCH END I SENSED WE WERE DSNDING TOO RAPIDLY AND STARTED TO FLAIR TO ARREST THE DSCNT. THE ACFT ENTERED AN ACCELERATED STALL AND IMPACTED ON THE MAIN WHEELS FIRST. DURING ROLLOUT THERE WAS NO DIRECTIONAL CTL FROM EITHER THE BRAKES OR NOSE STEERING AND THE ACFT SLID OFF THE R SIDE OF THE RWY; STOPPING IN THE MUD. MANY FACTORS CONTRIBUTED TO THE INCIDENT. THE WX HAD DETERIORATED RAPIDLY DURING THE APCH. THE WINGS WERE COVERED WITH ABOUT 1/4 INCH RIME ICE THAT MUST HAVE ACCUMULATED DURING FINAL APCH AND WENT UNNOTICED. THE WINDSHIELD HEAT WAS INOP ON THE R AND ONLY HALF WORKING ON THE L. I BELIEVE THIS HALF BLOCKED WINDSHIELD ALONG WITH THE RECENT WHITE- OUT OF THE GND AFFECTED MY DEPTH PERCEPTION. WE WERE NEAR GROSS WT LNDG ON AN ICY RWY; MAKING IT CRITICAL TO LAND NEAR THE APCH END. THE DECISION TO LAND WAS MADE TOO CLOSE TO THE END OF THE RWY TO LAND SAFELY. ALTHOUGH I HAD WORKED WITH THE SIC BEFORE; WE NEVER TRAINED TOGETHER ON NO-PRECISION APCHS OR GARS. THE ACFT HAD BEEN FUELED BASED UPON DISCUSSIONS THE DAY BEFORE; WHEN I ARRIVED FOR THE FLT; THE FUEL WAS ALREADY IN IT AND THERE IS NO EASY WAY TO DEFUEL A WESTWIND; SO WE HAD TO GO WITH IT. DAMAGE TO THE ACFT WAS LIMITED TO WHEELS AND BRAKES. A COMPLETE OVERWT INSPECTION WAS PERFORMED.