Narrative:

We were on a stabilized approach (ILS). It was very windy and gusty aloft -- maybe 45 KTS or so at about 3000 ft MSL. We saw the approach lights at about 400 ft AGL, and then the runway at about 300 ft. Once the runway was in sight, I turned off the windshield heat. I thought (aloud) of adding full flaps, but then said I would not add them because of the ice and wind. We had checked the crosswind component using the chart in the checklist, and talked about using slight differential power earlier. I remember hearing 'too low flaps', 'minimums', 'minimums.' I called for full flaps to complete the before landing checklist. We landed in what seemed to be the correct crosswind confign: nose straight, wing low. We bounced. I felt the wing come up slightly, so I reapplied crosswind correction. Now I realize it must have been too much, and I must have somehow gotten the nosewheel down too in my efforts to stick the landing. At that point, my co-pilot suggested a go around because we bounced again. I said 'no, it's too late' because I felt it was safer not to go around at that speed and in those conditions. I knew that landing was awful, but I didn't know what I had done wrong. Only after we had taxied in and shut down did I notice the right propeller tips were curled. I think fatigue was a factor because we had battled awful WX on a 12+ hour duty day. The WX was obviously a factor. Stress was a factor because my family and in-laws were arriving the next day at my house. To prevent this from happening in the future, I will try to avoid working when my stress and fatigue is high, and more importantly, I will not overcorrect for a bounced landing. I just have to concentrate harder and practice my lndgs. It was just one of those days.

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Original NASA ASRS Text

Title: A BE350 PIC SUFFERS A PROP STRIKE WHEN MAKING A XWIND LNDG IN A NIGHT OP AT SUS.

Narrative: WE WERE ON A STABILIZED APCH (ILS). IT WAS VERY WINDY AND GUSTY ALOFT -- MAYBE 45 KTS OR SO AT ABOUT 3000 FT MSL. WE SAW THE APCH LIGHTS AT ABOUT 400 FT AGL, AND THEN THE RWY AT ABOUT 300 FT. ONCE THE RWY WAS IN SIGHT, I TURNED OFF THE WINDSHIELD HEAT. I THOUGHT (ALOUD) OF ADDING FULL FLAPS, BUT THEN SAID I WOULD NOT ADD THEM BECAUSE OF THE ICE AND WIND. WE HAD CHKED THE XWIND COMPONENT USING THE CHART IN THE CHKLIST, AND TALKED ABOUT USING SLIGHT DIFFERENTIAL PWR EARLIER. I REMEMBER HEARING 'TOO LOW FLAPS', 'MINIMUMS', 'MINIMUMS.' I CALLED FOR FULL FLAPS TO COMPLETE THE BEFORE LNDG CHKLIST. WE LANDED IN WHAT SEEMED TO BE THE CORRECT XWIND CONFIGN: NOSE STRAIGHT, WING LOW. WE BOUNCED. I FELT THE WING COME UP SLIGHTLY, SO I REAPPLIED XWIND CORRECTION. NOW I REALIZE IT MUST HAVE BEEN TOO MUCH, AND I MUST HAVE SOMEHOW GOTTEN THE NOSEWHEEL DOWN TOO IN MY EFFORTS TO STICK THE LNDG. AT THAT POINT, MY CO-PLT SUGGESTED A GAR BECAUSE WE BOUNCED AGAIN. I SAID 'NO, IT'S TOO LATE' BECAUSE I FELT IT WAS SAFER NOT TO GO AROUND AT THAT SPD AND IN THOSE CONDITIONS. I KNEW THAT LNDG WAS AWFUL, BUT I DIDN'T KNOW WHAT I HAD DONE WRONG. ONLY AFTER WE HAD TAXIED IN AND SHUT DOWN DID I NOTICE THE R PROP TIPS WERE CURLED. I THINK FATIGUE WAS A FACTOR BECAUSE WE HAD BATTLED AWFUL WX ON A 12+ HR DUTY DAY. THE WX WAS OBVIOUSLY A FACTOR. STRESS WAS A FACTOR BECAUSE MY FAMILY AND IN-LAWS WERE ARRIVING THE NEXT DAY AT MY HOUSE. TO PREVENT THIS FROM HAPPENING IN THE FUTURE, I WILL TRY TO AVOID WORKING WHEN MY STRESS AND FATIGUE IS HIGH, AND MORE IMPORTANTLY, I WILL NOT OVERCORRECT FOR A BOUNCED LNDG. I JUST HAVE TO CONCENTRATE HARDER AND PRACTICE MY LNDGS. IT WAS JUST ONE OF THOSE DAYS.

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.