LR35 ENCOUNTERS NIL BRAKING AND DEVIATES FROM RWY ON LNDG AT SLN.

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I WAS THE FO ON A FLT THAT LEFT WILLOW RUN ARPT IN A LEAR 35 ENRTE TO BALTIMORE FOR AN AIR AMBULANCE FLT. THE FINAL DEST OF THE FLT WAS SAN DIEGO. UNABLE TO MAKE THE FLT NONSTOP; SALINA; KS; WAS CHOSEN AS A FUEL STOP BECAUSE OF ITS RELATIVELY FAVORABLE FORECAST AND VERY LONG AND WIDE RWY (13337 FT X 200 FT). AT ABOUT 15 MINS AWAY FROM SALINA ARPT; I CALLED THE FBO AND THEY ADVISED THAT THE RAMP AND THE RWY WERE ICY. I TOLD THE CAPT ABOUT THE RPT OF AN ICY RAMP AND RWY; AND HE SAID THAT ATC HAD JUST ADVISED HIM THAT THE BRAKING ACTION WAS RPTED AS POOR; AND THAT THEY HAD JUST DEICED THE RWY. WE DECIDED TO CONTINUE TO SALINA; AND THE CAPT BRIEFED ME THAT HE WOULD BE SHOOTING THE APCH AND THAT UPON TOUCHDOWN; IF THERE WAS ANY DOUBT OF MAKING A SAFE LNDG; THAT HE WOULD CALL FOR A GAR AND I WOULD BE RESPONSIBLE FOR RETRACTING THE FLAPS. THE ACTIVE RWY AT SALINA WAS RWY 35 AND WE SET UP FOR THE ILS 35 APCH. THE WX WAS 700 FT OVCST; 2 MI VISIBILITY WITH LIGHT FREEZING DRIZZLE; WINDS WERE 080 DEGS AT 8 KTS. THE APCH WAS FLOWN AT A SPD OF VREF PLUS 5-10 KTS (125-130 KIAS). WE TOUCHED DOWN ON THE FIXED DISTANCE MARKER AT VREF. SHORTLY AFTER TOUCHDOWN; WE STARTED DRIFTING TO THE L (W) SIDE OF THE RWY; AT WHICH TIME THE CAPT CALLED FOR A GAR AND TO SET THE FLAPS AT 8 DEGS. BEFORE I COULD RETRACT THE FLAPS HE TOLD ME TO ABORT THE GAR AS HE HAD REGAINED DIRECTIONAL CTL OF THE ACFT. WE ONCE AGAIN WERE ALIGNED WITH THE CTRLINE AND WE WERE ROLLING OUT; SLOWING GRADUALLY. SALINA TWR TOLD US TO MAKE A R TURN AT THE NEXT AVAILABLE TXWY; OR PERFORM A 180 DEG TURN AND BACK TAXI DOWN THE RWY. I TOLD TWR THAT WE WOULD MAKE THE NEXT R TURN. AS WE WERE ROLLING DOWN THE RWY; THE CAPT WAS UNABLE TO SLOW THE ACFT ENOUGH TO MAKE THE TURNOFF. AT THAT TIME I TOLD THE TWR THAT WE WOULD NEED MORE TIME TO STOP AND THEY ADVISED THAT WE COULD CLR THE RWY WHEN ABLE. BY THIS TIME THE ACFT WAS FAIRLY SLOW (ESTIMATED 20-25 KTS); BUT BEGAN TO SLIDE TO THE W SIDE OF THE RWY AGAIN. THE CAPT SAID THAT HE COULD NOT GET THE ACFT TO STOP AND THAT WE WERE JUST SLIDING. I COULD HEAR HIM PUMPING THE BRAKES; BUT THE ACFT WOULD NOT RESPOND. AS WE SLID CLOSER TO THE EDGE OF THE RWY; I MENTIONED TO THE CAPT THAT WE MIGHT BE ABLE TO STEER WITH DIFFERENTIAL PWR. HE THEN ADDED PWR TO THE L ENG; BUT THAT JUST MADE US SLIDE SIDEWAYS; SO HE STRAIGHTENED THE ACFT OUT WITH PWR ON THE R ENG. BY THIS TIME WE WERE VERY CLOSE TO THE END OF THE RWY; SO THE CAPT MADE THE DECISION TO TRY TO STEER THE ACFT INTO THE GRASS ON THE W SIDE OF THE RWY; RATHER THAN HIT THE APCH LIGHTS AT THE END. HE MANEUVERED THE ACFT BTWN THE RWY EDGE LIGHTS AND INTO THE GRASS. THE ACFT WENT ONLY ABOUT 20-25 FT INTO THE GRASS BEFORE STOPPING. THE RIDE WAS NOT VERY ROUGH; NO ONE WAS INJURED; AND THE ACFT SUSTAINED NO DAMAGE. THE FACT THAT THE RWY WAS SO LONG AND HAD JUST BEEN DEICED WAS THE REASON THAT WE DECIDED TO TRY TO LAND AT SALINA. IN RETROSPECT; WE DISCOVERED THAT THE DEICING WAS INEFFECTIVE AND ACTUALLY MADE THE RWY MORE SLIPPERY. THERE WAS SO MUCH ICE ON THE RWY THAT THE DEICING FLUID COULD NOT MELT IT ALL. IT JUST DILUTED; AND THEN REFROZE.