BAe 125 Series 800
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 120; Flight Crew Total 1335; Flight Crew Type 350
Situational Awareness
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
General None Reported / Taken
Human Factors; Weather
The entire NYC area was forecast for moderate to severe icing conditions; snow; and low visibility. Numerous PIREPS confirmed the presence of such icing conditions; further confirmed by an amber ice detect light indication. We elected to divert to Morristown; NJ (MMU) which was currently reporting 2 miles visibility; adequate ceilings; and moderate snow.  We began receiving vectors for the RNAV Runway 5 approach which requires 1 7/8 mi visibility and an MDA of 860.  At the time we began receiving vectors; the amber anti-ice low quantity annunciator illuminated indicating that we had approximately 30 minutes of ice protection remaining.We were cleared for the approach and configured normally.  After reaching the final approach fix (HOSBE) we began descent to MDA.  Upon reaching MDA I continued searching for the runway.  The runway came into view and I called 'runway in sight 12 o clock'  at this point it became clear to me that we did not have the required visibility for the approach and that we did not have the ability to achieve a normal rate of descent to a normal landing.  At that point I called for a 'go-around' and the pilot flying responded something like 'I think I've got it; yeah; I've got it' and continued the approach.  He immediately retarded the thrust levers to idle and called for full flaps.  We immediately began an excessive descent rate and received ground proximity warnings that said: 'sink rate; sink rate; pull up' that continued all the way until just before touchdown.  We landed just about halfway down a snow covered runway that was 5998 ft. in length.  The braking action was good and we stopped normally on the runway.  The next several aircraft behind us were not able to land at MMU and diverted to an alternate.The cause of this issue was the failure of the pilot flying to appropriately react to the call for a go-around.
HS-125-800 First Officer reported the pilot flying (Captain) continued the approach even though it was unstabilized and the First Officer called for a go-around.