ACR MLG RWY EXCURSION AT PNS. ACR FAILED TO STOP ON THE RWY.

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AUGUST 1988 I WAS THE F/O ON FLT FROM ATL TO PNS. LATEST ATIS RPTED A CLR SKY AND HAZE. RWY 16 ILS APCHS WERE IN USE. THE CAPT BRIEFED FOR AN ILS 16 APCH NOTING THAT RWY 16 DID NOT HAVE A VASI. UPON RECEIVING VECTORS TO PNS; THE LOC AND ADF FOR RWY 16 WERE TUNED AND IDENTIFIED. APCH THEN INFORMED US THAT THE ATIS HAD CHANGED; AND BRIEFED US ON THE ONLY DIFFERENCE; WHICH WAS THE USE OF VISUAL APCHS TO RWY 16. THE CAPT RE-BRIEFED ME FOR A VISUAL APCH WITH ILS BACKUP. WE WERE CLRED TO 3000'; BUT THE VISIBILITY WAS WORSE THAN RPTED BY THE CTLR. THE CTLR KEPT ASKING US IF WE HAD THE FIELD IN SIGHT AND FINALLY GAVE US A SHARP VECTOR TO INTERCEPT THE LOC AND DSND TO 1700'. THE NEW HDG PUT US INSIDE BRENT AND MADE FOR A DIFFICULT INTERCEPT WHILE TRYING TO DSND. UPON INTERCEPTING THE LOC WE RPTED THE FIELD IN SIGHT. AT NO TIME DID WE RECEIVE G/S INFORMATION. UPON LNDG; THE CAPT FOUND IT DIFFICULT TO BRAKE AND THE ACFT DEPARTED THE END OF THE RWY; STOPPING WITH THE ACFT'S TAIL OVER THE END OF THE RWY. THERE WAS NO DAMAGE TO THE ACFT; AND NO ONE WAS INJURED. AFTER SECURING THE ENGS; WE ELECTED TO HAVE THE PAXS REMAIN ON THE ACFT UNTIL TRANSPORTATION COULD BE ARRANGED. THERE WAS NO OVER RUN. THE MAINS WERE ON HARD DIRT; THE NOSEWHEEL WAS 1/3 BURIED IN SOFT SAND. WE FELT THE CTLRS WERE PRESSING FOR A VISUAL APCH IN MARGINAL VISIBILITY. THE ILS G/S INFO WAS NEVER RECEIVED. THERE WAS NO VASI TO HELP US DETERMINE G/S. THE CROWNED SLOPED RWY IS UNSATISFACTORY BECAUSE IT HAS NO OVERRUNS AND YET THE PLT CANNOT SEE THE END OF THE RWY. THERE ARE NO RWY MARKERS SHOWING DISTANCE OF RWY REMAINING. A WIND READING WITHIN ONE MINUTE OF OUR LNDG SHOWED A 5 KT TAILWIND THAT HAD NOT BEEN RPTED. NEITHER OF US FELT THAT THE MLG BRAKES PROVIDED US WITH A MAX BRAKING EFFORT. SUPPLEMENTAL INFO FROM ACN 91624. LANDED IN TOUCHDOWN ZONE; 140 KTS. THIS SHOULD HAVE BEEN AN ILS APCH. CTLRS SHOULD QUIT PUSHING VISUAL APCHS.