Narrative:

I successfully landed at ZZZ; I had overflown the airport looking for a windsock to determine which runway to use on my landing. Arriving from the south there is no windsock visible; I saw a helicopter taking off from runway 32. I had not been advised on wind conditions from unicom; as no one answered; so I decided to land on runway 32 taking into account the direction the helicopter was departing. After a successful landing on my first try; I refueled and waited for my friend and his wife to arrive. Upon their arrival and after doing a preflight on the aircraft; checking weight and balance and briefing them on the passenger brief prior to takeoff; we back taxied on runway 32; which I announced on CTAF 122.8. After departing from runway 32 with a headwind right down runway 32 we departed to the west to do some sightseeing; while talking to approach and receiving a squawk code for flight following. When we were within 5 nautical miles from ZZZ; approach cleared me for squawking VFR (1200); frequency change was approved and radar service was terminated. Switching back to 122.8; I requested information regarding the winds but received no response. Seeing the same helicopter departing from runway 32 when we were coming in to look at the windsock; I decided to use runway 32; as the weather conditions had not changed since my successful landing an hour prior. After entering the traffic pattern I decided to do a go around prior to being committed to the runway; due to being high in altitude. After doing a go around I had the altitude set up perfectly for a landing on the touchdown zone; halfway down the runway indicated by perpendicular white lines across the runway. Seconds before the main wheels were to touch down a slight headwind hit the aircraft (estimated to be 5-8 knots) and floated us down the runway further than expected. When the wheels finally touched the runway I looked at my airspeed and noticed it indicated 40-45 KTS. I thought we were too far down the runway with our airspeed too low to do another go around; especially with the buildings in front of the runway. When we contacted the runway I applied full brakes. We ran out of runway prior to the propeller striking the fence at the end of runway 32. The fence suffered very minor damage; while causing a slight bend in one of the propeller blades. The aircraft suffered minor damage to the propeller; a minor bend in one of the blades and the propeller spinner cone and some dents and chips of paint missing. The windsock cannot be viewed from arriving from the south or west; as the windsock is on top the building. The weather conditions had not changed from the first successful landing to the landing that ended in a propeller strike had no reason to anticipate gusty wind conditions compared to the first landing or anticipate more of a concern for this landing. Was never advised of current weather conditions at the airport from unicom.

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Original NASA ASRS Text

Title: The pilot of a Cessna 172 landed long on a relatively short runway; which led to a runway excursion and contact with a fence.

Narrative: I successfully landed at ZZZ; I had overflown the airport looking for a windsock to determine which runway to use on my landing. Arriving from the south there is no windsock visible; I saw a helicopter taking off from runway 32. I had not been advised on wind conditions from Unicom; as no one answered; so I decided to land on runway 32 taking into account the direction the helicopter was departing. After a successful landing on my first try; I refueled and waited for my friend and his wife to arrive. Upon their arrival and after doing a preflight on the aircraft; checking weight and balance and briefing them on the passenger brief prior to takeoff; we back taxied on runway 32; which I announced on CTAF 122.8. After departing from runway 32 with a headwind right down runway 32 we departed to the west to do some sightseeing; while talking to Approach and receiving a squawk code for flight following. When we were within 5 nautical miles from ZZZ; Approach cleared me for squawking VFR (1200); frequency change was approved and radar service was terminated. Switching back to 122.8; I requested information regarding the winds but received no response. Seeing the same helicopter departing from runway 32 when we were coming in to look at the windsock; I decided to use runway 32; as the weather conditions had not changed since my successful landing an hour prior. After entering the traffic pattern I decided to do a go around prior to being committed to the runway; due to being high in altitude. After doing a go around I had the altitude set up perfectly for a landing on the touchdown zone; halfway down the runway indicated by perpendicular white lines across the runway. Seconds before the main wheels were to touch down a slight headwind hit the aircraft (estimated to be 5-8 knots) and floated us down the runway further than expected. When the wheels finally touched the runway I looked at my airspeed and noticed it indicated 40-45 KTS. I thought we were too far down the runway with our airspeed too low to do another go around; especially with the buildings in front of the runway. When we contacted the runway I applied full brakes. We ran out of runway prior to the propeller striking the fence at the end of runway 32. The fence suffered very minor damage; while causing a slight bend in one of the propeller blades. The aircraft suffered minor damage to the propeller; a minor bend in one of the blades and the propeller spinner cone and some dents and chips of paint missing. The windsock cannot be viewed from arriving from the south or west; as the windsock is on top the building. The weather conditions had not changed from the first successful landing to the landing that ended in a propeller strike had no reason to anticipate gusty wind conditions compared to the first landing or anticipate more of a concern for this landing. Was never advised of current weather conditions at the airport from Unicom.

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.