ACR COMMUTER JETSTREAM 3100 ON VISUAL APCH RWY 14 WITH WINDS 240 DEGS AT 5 KTS LANDED LONG RESULTING IN THE CAPT TAKING CTL OF THE ACFT LATE. ACFT BEGAN VEERING TO THE R AND THE CAPT WAS UNABLE TO MAINTAIN CTL RESULTING IN STRIKING A TXWY SIGN WITH THE R PROP. TAXIED TO THE GATE AFTER SHUTTING DOWN THE R ENG.

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AFTER DEPARTING CEC ARPT IFR; WE PROCEEDED ALONG OUR ASSIGNED RTE (VICTOR 27) AT 5000 FT MSL. ABOUT 35 MI FROM ACV; THE CAPT CALLED ACV RADIO AND OBTAINED THE CURRENT WX FOR ACV; WHICH WAS OUR DEST ARPT. THE WX WAS VFR WITH WINDS RPTED AT 240 DEGS AT 5 KTS. ABOUT 25 MI FROM ACV; ZSE CLRED US FOR THE VOR APCH TO RWY 14. ABOUT 12-15 MI OUT; AS WE WERE INTERCEPTING THE FINAL APCH COURSE; THE CAPT RPTED THE ARPT IN SIGHT. ZSE CLRED US FOR THE VISUAL APCH AND HANDED US OFF TO ACV RADIO. WHEN WE CHKED IN; ACV RADIO AGAIN RPTED THE WINDS AT 240 DEGS AT 5 KTS; AND STATED RWY 14 OR RWY 32; SINCE IT WAS A DIRECT XWIND. SINCE WE WERE ALREADY SET UP FOR RWY 14; WE ELECTED TO USE THAT RWY. DSCNT CHKLIST HAD ALREADY BEEN COMPLETED. AT ABOUT 10 MI OUT WE WERE DSNDING THROUGH ABOUT 3000 FT. AIRSPD WAS 180 KTS. I SLOWED THE ACFT TO 170 KTS (VFE) AND CALLED FOR 10 DEGS FLAPS; WHICH THE CAPT PUT IN. WHEN THE AIRSPD HAD SLOWED TO 160 KTS (VLE) I CALLED FOR GEAR DOWN FLAPS 20 DEGS AND LNDG CHKLIST; ALL OF WHICH WERE COMPLETED BY THE CAPT. ABOUT 3 MI OUT; AIRSPD 140 KTS; I CALLED FOR FLAPS 35 DEGS. (AT 35 DEGS FLAPS; REF SPD WAS 107 KTS.) WE WERE STABILIZED AT 130 KTS (OUR NORMAL APCH SPD) AND SLIGHTLY HIGH; BUT WE WERE CORRECTING TOWARDS THE OPTIMUM GS. AT 1 MI FINAL; VASI WAS PINK OVER WHITE; AND I SLIGHTLY DECREASED THE DSCNT RATE. AS WE DSNDED THROUGH 200 FT; THE CAPT MADE THE 200 FT CALL; I CALLED FLOWS OFF AND THE CAPT CALLED MY SPD AT 'REF +20.' XING THE BLUFFS AT THE END OF THE RWY (ABOUT 1/4 MI FROM THE DISPLACED THRESHOLD) SPD WAS REF +15; VASI WAS STILL PINK OVER WHITE. OVER THE THRESHOLD; SPD WAS REF +10. I REDUCED PWR SLIGHTLY TO HELP SLOW US DOWN. WE TOUCHED DOWN ABOUT 1000-1200 FT PAST THE TOUCHDOWN ZONE MARKER; LEAVING ABOUT 3800 FT. WHEN THE NOSEWHEEL TOUCHED DOWN; I BROUGHT THE PWR LEVERS TO FLT IDLE. THE CAPT MADE THE 100 KT CALL AND I BROUGHT THE LEVERS INTO THE BETA RANGE. THE CAPT THEN CALLED FOR REVERSE THRUST. I BEGAN TO EASE THE PWR LEVERS TO REVERSE. AT THIS TIME THE CAPT TOOK CTL OF THE ACFT; BEGAN MAX BRAKING AND PUT THE PWR LEVERS INTO REVERSE. AS THE ACFT SLOWED; IT BEGAN PULLING TO THE R. AS THE ACFT SLOWED; IT VEERED FURTHER TO THE R. BECAUSE OF OUR PROX TO THE END OF THE RWY; THE CAPT COULDN'T RELEASE THE BRAKES. AT THIS POINT THE CAPT COULD NO LONGER KEEP THE ACFT ON THE RWY; AND THE R MAIN GEAR WENT OFF THE SIDE. THE PROP THEN STRUCK A TXWY IDENT SIGN. WE SHUT DOWN THE R ENG; AND TAXIED TO THE RAMP. PAX WERE DISEMBARKED WITH NO INJURIES.