A C414 PLT LANDED SLIGHTLY LONG AND SLIDES OFF THE END OF A SLIPPERY RWY AT MLE; NE. BRAKING ACTION WAS RPTED AS POOR AND IT WAS NOT SANDED.

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ON FEB/TUE/98; I WAS SCHEDULED TO PICK UP 2 CUSTOMERS FROM MHE AND TAKE THEM TO MILLARD ARPT NEAR OMAHA. THAT MORNING; I ARRIVED AT FSD AT AB15 AM. DURING THE TIME FROM AB15 AM TO AC20 AM; WHEN I COMPLETED THE ACFT PREFLT ON A C414A; PREPARED THE ACFT WT AND BAL; RECEIVED WX BRIEF FROM HURON FLT SVC; AND FILED FLT PLANS FOR FSD TO MHE AND MHE TO MLE. THE WX BRIEF I RECEIVED STATED THAT BRAKING ACTION AT MLE WAS POOR. THERE WAS NO MENTION OF WHETHER THE RWY HAD BEEN SANDED OR NOT; OR THE PRECIPITATION THE AREA HAD RECEIVED THE NIGHT BEFORE. ON APCH INTO MLE I LISTENED TO THE ASOS WX FOR MLE WHICH RPTED 3600 FT OVCST; VISIBILITY 10 MI; TEMP 20 DEGS; DEWPOINT 12 DEGS; WINDS 40 DEGS AT 6 KTS; ALTIMETER 30.32. THE WINDS WERE RPTED AS BEING XWIND TO BOTH RWYS. I IDENTED THE ARPT VISUALLY AND CANCELED MY FLT PLAN TO PROCEED VFR TO MLE. I CONFIGURED THE ACFT FOR LNDG WITH GEAR DOWN AND FULL FLAPS. I KNEW THE BRAKING ACTION HAD BEEN RPTED EARLIER AS POOR AND ELECTED TO LAND AS CLOSE TO THE DISPLACED THRESHOLD (212 FT) AS POSSIBLE. THE AIRPLANE FLOATED ON LNDG AND I TOUCHED DOWN ON THE SECOND QUARTER OF THE 3800 FT RWY LEAVING AT LEAST 1900-2000 FT TO STOP. I ATTEMPTED TO BRAKE AND INITIALLY THOUGHT THE ACFT WAS SLOWING NORMALLY. WHEN IT BECAME EVIDENT THAT I WOULD NOT BE ABLE TO STOP ON THE REMAINING RWY; I CONSIDERED GOING AROUND; BUT WITH THE REMAINING RWY; FULL FLAPS; AND THE FREEWAY OVERPASS WITHIN 1/2 MI OF THE RWY END; I OPTED TO REMAIN ON THE GND AND SLIDE OFF THE RWY. BEFORE DEPARTING THE RWY SURFACE; I SECURED BOTH ENGS USING THE MIXTURE CTLS AND SHUT OFF THE ELECTRICAL FUEL PUMPS. THE AIRPLANE SLID THROUGH 2 FT SNOW BANK ON THE DEP END OF RWY 12; STRUCK 1 RWY END IDENTIFIER LIGHT WITH THE R FLAP; AND CAME TO REST APPROX 100 FT FROM THE RWY SURFACE. I RADIOED TO AN AIRPLANE WAITING TO TKOF THAT EVERYONE WAS ALL RIGHT; SHUT OFF THE MASTER SWITCH; AND EVACED THE ACFT. MY PAX; STATED THAT THEY HAD A HARD TIME WALKING ON THE RWY SURFACE BECAUSE OF ICE. IN MY WX BRIEF; THERE WAS NO MENTION OF THE FREEZING RAIN THAT PRECEDED THE SNOW IN THE OMAHA AREA THE EVENING BEFORE. UPON REACHING THE FBO; A TOW TRUCK WAS CALLED AND THE PLANE WAS TOWED FROM THE MUD AT THE END OF RWY 12. BEFORE THE AIRPLANE WAS REMOVED; AN ARPT OFFICIAL CAME FROM EPPLEY AIRFIELD IN A BLAZER TYPE TRUCK. THE TRUCK WENT UP AND DOWN THE RWY WITH THE BRAKE LIGHTS FLASHING INTERMITTENTLY. AFTER THE PLANE WAS REMOVED; I RODE WITH THIS PERSON FROM THE RWY END TO THE FBO AND HE STATED THAT IN HIS OPINION; THE RWY WAS ON THE HIGH SIDE OF POOR AG30 AM. APPROX 1/2 HR LATER; A LARGE TRUCK WITH THE WORDS 'SNOW MONSTER' ON THE RUBBER FLAP ABOVE THE SNOW PLOW; CAME AND SANDED THE RWY. FBO PERSON INSPECTED THE AIRPLANE. NO DISCREPANCIES WERE FOUND. I THOROUGHLY PREFLTED THE AIRPLANE; AND TEST FLEW IT AT APPROX AJ30 PM AFTER THE SUN HAD MELTED SOME OF THE ICE FROM THE RWY AND MADE TWO LNDGS ON RWY 30 (DISPLACED THRESHOLD; NO MENTION OF LENGTH DISPLACED IN ARPT FACILITY DIRECTORY OR ON TERMINAL PROCS). AT APPROX AK00 PM; THE ACFT WAS REFUELED; FLT PLAN FILED; AND MY PAX AND I FLEW BACK TO MHE WHERE I DROPPED THEM OFF AND CONTINUED ON TO FSD WHERE I LANDED AT AL30 PM. IN ADDITION TO THE ATTACHED STATEMENT; I WISH TO ADD THAT THE VEHICLE USED TO GENERATE THE RWY BRAKING ACTION RPTS; A NEW FORD OR GM BLAZER TYPE VEHICLE; IS EQUIPPED WITH ANTI-LOCK BRAKES; AND THE ACFT I WAS FLYING WAS NOT.