A 4 ENG CARGO ACFT LANDS AT MYU; AK; AND HAS A RWY EXCURSION DURING ROLLOUT CAUSING ACFT DAMAGE AS THE ACFT DEPARTS THE RWY.

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UPON LNDG AT MEKORYUK; AK; ON AN ICY RWY AT XX39 ALASKA TIME ON OCT/SAT/98. UPON TOUCHDOWN SPD OF APPROX 125 KTS; 400-500 FT FROM THE END OF THE RWY 23; WITH FULL REVERSE SELECTED AND MAX ANTI-SKID USED; I NOTED A LACK OF DECELERATION. I WAS COMMITTED TO LNDG COMPLETION DUE TO THE 3050 FT STRIP LENGTH PLUS 300 FT OVERRUN. I EXITED RWY 23 OFF THE END AT 15-20 KTS. #4 PROP CONTACTED A SNOW BERM AND SEPARATED FROM ENG. THE ENG FIRE LIGHT CAME ON. FLT MANUAL PROCS ACCOMPLISHED. BETHEL TWEB APPROX 85 MI SE OF DEST RPTED MEKORYUK WX TO BE WIND 110 DEGS; 14 KTS; 2 MI; 1 SCATTERED 10 OVCST. BECAUSE ZAN REMOTE SITE WAS DOWN WE RELAYED OUR NDB APCH CLRNC REQUEST THROUGH AN ACR ACFT. WE WERE CLRED NDB TO RWY 5. DURING THE APCH WE NOTED THE CEILING WAS APPROX 1700 FT BROKEN/OVCST; VISIBILITY 1-3 MI WITH PATCHY ICE FOG. WE COULDN'T MAINTAIN ADEQUATE VISIBILITY DUE TO SOME FINAL ICE FOG TO LINE UP ADEQUATELY FOR LNDG SO WE EXECUTED THE MISSED APCH. ENRTE TO THE NDB WE NOTED BETTER VISIBILITY TO THE S AND OVERHEAD THE RWY. WE SAW A DIRECT XWIND INDICATED BY THE WINDSOCK (APPROX 140 DEGS/15 KTS) LOCATED AT W END. E END SOCK WAS NOT FUNCTIONAL WE LATER FOUND OUT. MEKORYUK AWOS WAS OF LITTLE USE; MOSTLY INTERMITTENT. ICE FOG WAS DISSIPATING SLOWLY FOR APCHS TO RWY 23 FINAL; SO WE STAYED VISUAL AND LANDED WHEN WE HAD ADEQUATE VISIBILITY ON FINAL. LNDG TEMP +1 DEG C; DEWPOINT -1 DEG C; POSSIBLY CAUSING REDUCED TRACTION. THIS IS UNSEASONABLY WARM. NO BRAKING ACTION WAS GIVEN BY AWOS/NO CTL AGENCY WAS AVAILABLE. WIND APPEARED TO BE SHIFTING AS OBSERVED FROM BETHEL; MEKORYUK; AND WINDSOCK INFO. WHAT COULD I HAVE DONE? LAND ON END OF RWY; NOT 400-500 FT DOWN; GIVEN LESS CREDIBILITY TO WINDSOCK INFO; INSIST EASTERNMOST WINDSOCK BE MADE OPERATIONAL; INSIST THE AWOS BE OPERATIONAL; SUGGEST SOME MEANS OF CONTRASTING RWY WITH ITS ALSO -- WHITE ENVIRONMENT. SUPPLEMENTAL INFO FROM ACN 390893: DUE TO THE BETTER VISIBILITY ON THE SE SIDE OF THE RWY; A DECISION WAS MADE TO REMAIN VFR IN THE PATTERN AND ATTEMPT TO LAND. THE VISIBILITY AT THE E END OF THE FIELD WAS CONSIDERABLY BETTER AND APPEARED TO BE IMPROVING SO WE CIRCLED THE PATTERN SEVERAL TIMES ATTEMPTING TO GET OURSELVES PROPERLY ORIENTED AND LINED UP WITH THE RWY BEFORE ATTEMPTING A LNDG. AT THE SAME TIME; DUE TO CONVERSATION WITH GND PERSONNEL; WE EXPECTED THE VISIBILITY CLOSER TO THE RWY WOULD CONTINUE ITS IMPROVING TREND. AT APPROX XX30 LCL AFTER 7 CIRCLES OF THE RWY TFC PATTERN THE ACFT WAS LANDED. IT TOUCHED DOWN APPROX 500 FT DOWN THIS 3050 FT RWY. MAX ANTI-SKID BRAKING WAS APPLIED WITHIN 2 SECONDS OF TOUCHDOWN AND PROPS WERE PLACED IN REVERSE AT THE SAME TIME. THE ANTI-SKID SYS APPEARED TO WORK NORMALLY AS WE FELT IT CYCLING AS WE ROLLED OUT. AT APPROX 20 KIAS (THE AIRSPD NEEDLE WAS ON THE PEG) WE ROLLED OFF THE DEP END OF THE RWY AND OFF TO THE L SIDE. THE ACFT CAME TO REST 30 PACES (60-75 FT) FROM THE END OF THE OVERRUN. AS THE ACFT DEPARTED THE RWY THE #4 PROP IMPACTED A SNOW BERM; THE GEAR BOX FAILED; AND THE PROP AND THE FRONT HALF OF THE GEAR BOX DEPARTED THE WING. THERE WAS NO APPARENT STRUCTURAL DAMAGE TO THE ACFT; NO INJURIES; AND NO DAMAGE TO EQUIP OR PERSONNEL ON THE GND. THE ENG SHUT DOWN PROC FOR FIRE ON #4 WAS INITIATED AND THE REST OF THE CHKLISTS WERE FINISHED AND A NORMAL EXIT OF THE ACFT WAS ACCOMPLISHED. FACTORS IN THIS INCIDENT INCLUDE: THE ASOS WAS UNUSABLE DUE TO ITS BREAKING SQUELCH ON AND OFF CONTINUOUSLY AND INTERMITTENTLY UNREADABLE. THE WINDSOCK AT THE APCH END OF RWY 23 WAS FROZEN IN PLACE AND NOT INDICATING PROPERLY. THE TEMP AT MEKORYUK WAS 1 DEG C; AN ALMOST UNHEARD OF UNSEASONABLY WARM TEMP THAT MADE THE BRAKING ACTION VERY POOR. THE FLAT LIGHT CONDITIONS AND THE LACK OF DEFINITION OF THE RWY COUPLED WITH THE MEKORYUK ARPT ROTATING BEACONS VERY SLOW MOVEMENT (APPROX 3 RPM'S) MADE IT VERY HARD TO INITIALLY SPOT THE RWY ENVIRONMENT.