Hs-125-800 first officer reported the pilot flying (captain) continued the approach even though it w...

Narrative:

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.

Original NASA ASRS Text

Title: 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.

Narrative: 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.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1333059
Time
Date	201602
Local Time Of Day	1201-1800
Place
Locale Reference	MMU.Airport
State Reference	NJ
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Make Model Name	BAe 125 Series 800
Operating Under FAR Part	Part 91
Flight Phase	Final Approach
Route In Use	Other RNAV Runway 5
Flight Plan	IFR
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Commercial Flight Crew Flight Instructor Flight Crew Instrument Flight Crew Multiengine
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 1335 Flight Crew Type 350
Events
Anomaly	Deviation - Procedural FAR Deviation - Procedural Published Material / Policy Inflight Event / Encounter Unstabilized Approach Inflight Event / Encounter Weather / Turbulence

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.