Narrative:

On approach to pdk, I was asked to maintain 170 KTS to the OM. At the marker, I was asked to maintain 150 KTS. WX was reported to be 600 ft overcast with good visibility. While shooting the ILS runway 20L, I descended to minimums on runway 20L (6001 ft). I was just about to declare a 'missed approach' when I spotted runway 20L. At this point, tower switched me to runway 20R. I saw runway 20R and accepted not realizing runway 20R actual length (3744 ft). I had too much airspeed due to request to maintain 150 KTS. By the time I set aircraft on runway 20R (which has a hump in the middle), I couldn't see the end of the runway. After passing the hump, I had slowed somewhat, but not enough to stop by the end of the runway. Runway 20R was wet from heavy rain. There was a low cloud on the approach end of the runway which obscured my view until I reached about 300 ft AGL. My aircraft went off the end of the runway. I safely turned my plane around to enter the taxiway. At some point, there was a propeller strike which was only noticed when I arrived at the airport to leave and was advised that there was damage to my propeller by line service. I believe the incident likely occurred when the plane was entering the taxiway from the wet and soggy grass. In retrospect, the instructions given to me were more than either the plane or I could achieve. I don't believe that I should have been asked to switch runways under the above circumstances.

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Original NASA ASRS Text

Title: A CIRRUS PLT IS UNABLE TO STOP AND RUNS OFF THE END OF THE RWY, RESULTING IN A PROP STRIKE.

Narrative: ON APCH TO PDK, I WAS ASKED TO MAINTAIN 170 KTS TO THE OM. AT THE MARKER, I WAS ASKED TO MAINTAIN 150 KTS. WX WAS RPTED TO BE 600 FT OVCST WITH GOOD VISIBILITY. WHILE SHOOTING THE ILS RWY 20L, I DSNDED TO MINIMUMS ON RWY 20L (6001 FT). I WAS JUST ABOUT TO DECLARE A 'MISSED APCH' WHEN I SPOTTED RWY 20L. AT THIS POINT, TWR SWITCHED ME TO RWY 20R. I SAW RWY 20R AND ACCEPTED NOT REALIZING RWY 20R ACTUAL LENGTH (3744 FT). I HAD TOO MUCH AIRSPD DUE TO REQUEST TO MAINTAIN 150 KTS. BY THE TIME I SET ACFT ON RWY 20R (WHICH HAS A HUMP IN THE MIDDLE), I COULDN'T SEE THE END OF THE RWY. AFTER PASSING THE HUMP, I HAD SLOWED SOMEWHAT, BUT NOT ENOUGH TO STOP BY THE END OF THE RWY. RWY 20R WAS WET FROM HVY RAIN. THERE WAS A LOW CLOUD ON THE APCH END OF THE RWY WHICH OBSCURED MY VIEW UNTIL I REACHED ABOUT 300 FT AGL. MY ACFT WENT OFF THE END OF THE RWY. I SAFELY TURNED MY PLANE AROUND TO ENTER THE TXWY. AT SOME POINT, THERE WAS A PROP STRIKE WHICH WAS ONLY NOTICED WHEN I ARRIVED AT THE ARPT TO LEAVE AND WAS ADVISED THAT THERE WAS DAMAGE TO MY PROP BY LINE SVC. I BELIEVE THE INCIDENT LIKELY OCCURRED WHEN THE PLANE WAS ENTERING THE TXWY FROM THE WET AND SOGGY GRASS. IN RETROSPECT, THE INSTRUCTIONS GIVEN TO ME WERE MORE THAN EITHER THE PLANE OR I COULD ACHIEVE. I DON'T BELIEVE THAT I SHOULD HAVE BEEN ASKED TO SWITCH RWYS UNDER THE ABOVE CIRCUMSTANCES.

Data retrieved from NASA's ASRS site as of July 2007 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.