ATC ADVISED FLC OF AN LTT JET THAT THEY HAD LANDED BELOW AUTH WX MINIMUMS.

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ARRIVING AT HYA; THE WX WAS DETERIORATING SOONER THAN FORECAST. ON INITIAL CONTACT WITH APCH CTL THEY ADVISED THE WX AS 2500 FT OVCST AND 1 MI VISIBILITY; AND TO EXPECT THE ILS RWY 15. AFTER TRYING TO TUNE IN THE ILS RWY 15; WE WERE UNABLE TO GET AN IDENT; SO WE REQUESTED THE ILS RWY 24 APCH WHICH WE COULD IDENT. WHILE BEING VECTORED FOR THE ILS RWY 24; APCH ADVISED THE WX WAS NOW 700 FT OVCST AND 1 MI VISIBILITY; STILL ABOVE MINIMUMS; IT WAS ALSO OVERHEARD OVER THE RADIO THAT OUR ALTERNATE; BOS; WAS CLOSED TO SAND THE RWYS. AFTER XING THE FAF; THERE WAS SOME CONVERSATION BTWN THE PNF AND HYA TWR; I DIDN'T HEAR WHAT WAS SAID PARTLY DUE TO THE HIGH WORKLOAD OF THE APCH WITH TURB AND WINDSHEAR. AT APPROX 400-500 FT ABOVE DECISION HT AND 1.4 MI OUT THE PNF CALLED THE RWY IN SIGHT WHICH I ALSO VERIFIED. OUR ORIGINAL PLAN WAS TO CIRCLE TO RWY 15 BECAUSE OF THE WIND; BUT WE DECIDED THAT CIRCLING COULD NOT BE ACCOMPLISHED SAFELY; SO WE WERE CLRED TO LAND ON RWY 24; WHICH WE ACCOMPLISHED EASILY. AFTER LNDG WE HAD A TELEPHONE CONVERSATION WITH THE TWR; THEY INDICATED THAT IT WAS BELOW MINIMUMS BECAUSE TWR VISIBILITY WAS 3/4 MI. ALL CONVERSATION WITH THE TWR WAS INSIDE THE FAF; THE TWR DID NOT HAVE OUR PERSPECTIVE AND COULD NOT KNOW WHAT THE VISIBILITY WAS FROM OUR POS. APCHING IN IMC; TURBULENT; AND WINDSHEAR CONDITIONS IS NOT THE BEST TIME FOR THE TWR TO HAVE COMS; OR ALSO ON LNDG ROLLOUT. THE TWR INCREASED AN ALREADY VERY HIGH WORKLOAD ON BOTH THE PF AND THE PNF NEEDLESSLY.