LEAR 35A FLC SLIPS ON ICED TXWY AND HAS AN EXCURSION AT TEB.

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ACFT IS SCHEDULED TO DEPART AT XA25Z FROM TEB. THE FIRST DEST IS CLT. ON JAN/THU/03; THE DEP WAS DELAYED BY LATE DRIVERS WHO WERE CARRYING CARGO TO THE ARPT. THE WX WAS 2300 FT OVCST WITH 4 SM VISIBILITY IN LIGHT FREEZING DRIZZLE. THE SURFACE WIND WAS FROM 030 DEGS AT 6 KTS. THE INTENSITY OF THE LIGHT FREEZING DRIZZLE ABATED TO A LARGE DEG FOR A TIME JUST BEFORE THE CARGO WAS LOADED AND EVEN FOR A TIME SEEMED TO NOT BE FALLING AT ALL. UNDER THESE CONDITIONS; I CONSIDERED ACTING AS PF. I DISCUSSED THE CONDITIONS WITH MY FO AND AFTER CONSIDERING HIS EXPERIENCE AND COMPETENCE I MADE THE DECISION TO ALLOW HIM TO ACT AS PF. I WAS QUITE CERTAIN OF HIS ABILITY TO HANDLE THE CONDITIONS. WHEN THE CARGO WAS LOADED; I CALLED TEB TWR TO INQUIRE ABOUT DELAYS AND WAS TOLD TO CALL READY TO TAXI. WE WERE THEN DEICED AND COATED WITH THE ANTI-ICE LAYER AND ENGS WERE STARTED. WE WERE THEN OFFERED RWY 1 FOR DEP WITH A 10 MIN DELAY DUE TO RWY DEICING. RWY 6 WAS AVAILABLE WITH NO DELAY; SO I ELECTED TO DO THE LONGER TAXI AND DEPART FROM RWY 6. I FELT THAT I COULD DO THE LONGER TAXI SINCE THE LIGHT FREEZING DRIZZLE HAD ABATED TO A DEGREE TO ALLOW THE DOUBLING OF THE 5 MIN HOLDOVER WHICH WOULD GIVE ADEQUATE TIME TO GET TO AND GET AIRBORNE OFF OF RWY 6. THE TAXI TO RWY 6 WAS CONDUCTED OVER TXWYS K; L; G; AND N. FO ADVISED ME THAT THE TXWYS WERE ALL SLICK AND HIS TAXIING WAS VERY SLOW AND CAUTIOUS SO AS TO MAINTAIN CTL. HIS CTL WAS GOOD EVEN AFTER THE TURN ONTO TXWY N WHICH WAS THE MOST ICED OF THE TXWYS. 2 90 DEG TURNS TO THE R WERE REQUIRED TO FOLLOW TXWY N TO THE RWY AND DURING THE FIRST OF THE 2 TURNS; THE AIRPLANE LOST TRACTION AND BEGAN TO SLIP SLOWLY TO THE L. AS THE AIRPLANE SLIPPED TO THE L; ITS LONGITUDINAL AXIS CONTINUED TO CHANGE DIRECTION TO THE R CAUSING THE L MAIN LNDG GEAR TO SLIDE OFF OF THE TXWY A DISTANCE OF ABOUT 3 - 3 1/2 FT OUT INTO A SOD AND MUD SURFACE WHILE THE R MAIN LNDG GEAR AND THE NOSE GEAR REMAINED ON THE TXWY. THERE WERE 2 OTHER FACTORS THAT I FEEL MAY HAVE CONTRIBUTED TO THE LOSS OF CTL. THE FIRST OF THESE WAS THE 500 LBS OF FUEL THAT WAS IN THE FUSELAGE TANK. THIS FUEL WAS IN THE FUSELAGE TANK TO ALLOW ROOM IN THE WINGS AND TIPS FOR THE REST OF THE FUEL THAT I FELT WAS REQUIRED FOR THE TRIP TO CLT AND ON TO ATL. THAT FUEL IN THE FUSELAGE WOULD HAVE CAUSED LESS WT TO BE DISTRIBUTED TO THE NOSEWHEEL; THEREBY DEGRADING THE STEERING ON THE SLIPPERY SURFACE. THE SECOND FACTOR IS THE SURFACE WIND THAT WAS FROM 030 DEGS AT 6 KTS. THIS WIND WAS MORE OR LESS ON THE TAIL OF THE ACFT ON THE PARALLEL PORTION OF TXWY N AND MIGHT HAVE PRODUCED FORCES ON THE AIRPLANE THAT WOULD HAVE WX VANED THE AIRPLANE AND THEN PUSHED IT TOWARD ITS STOPPING PLACE OFF OF THE L SIDE OF THE TXWY.