Narrative:

With the airport in sight we canceled IFR and the captain chose a straight-in landing. Winds were reported at 180 degrees 5 KTS scattered; clear conditions. Slightly high on a 2 mi final we were vref +15 KTS and crossed over the numbers at vref +10 KTS. Vref speeds were called out throughout the approach. We excessively floated over the runway at which time I called out that we were too long. The captain said I know and proceeded to land the airplane. He applied reverse immediately and as I saw the end of the runway approaching I got on the brakes as well with maximum braking. We came to a stop at the very end of runway and took out a light at the end of runway. After taxiing in to the terminal and opening the door we realized we had a propeller strike believed to be from the light. Passenger were all fine; no complaints and probably did not realize the seriousness of the situation. I believe this could have been prevented by being on vref over the numbers and getting it down over the runway power idle and touching down. Looking back; I could have been more assertive throughout the approach. The captain had 1200+ hours in type. We had flown 2 days together without a problem. Poor judgement and a bad decision to land the airplane by the captain may have been caused somewhat by fatigue. This was our 5TH leg approaching a 10 hour duty day. It was just after XA00 and felt later. Perceptions; judgements; and decision I believe can all be affected at night (or any time) after a long day.

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Original NASA ASRS Text

Title: BE1900 CREW LANDS LONG AND PROP STRIKES A LIGHT AT THE END OF RWY.

Narrative: WITH THE ARPT IN SIGHT WE CANCELED IFR AND THE CAPT CHOSE A STRAIGHT-IN LNDG. WINDS WERE RPTED AT 180 DEGS 5 KTS SCATTERED; CLR CONDITIONS. SLIGHTLY HIGH ON A 2 MI FINAL WE WERE VREF +15 KTS AND CROSSED OVER THE NUMBERS AT VREF +10 KTS. VREF SPDS WERE CALLED OUT THROUGHOUT THE APCH. WE EXCESSIVELY FLOATED OVER THE RWY AT WHICH TIME I CALLED OUT THAT WE WERE TOO LONG. THE CAPT SAID I KNOW AND PROCEEDED TO LAND THE AIRPLANE. HE APPLIED REVERSE IMMEDIATELY AND AS I SAW THE END OF THE RWY APCHING I GOT ON THE BRAKES AS WELL WITH MAX BRAKING. WE CAME TO A STOP AT THE VERY END OF RWY AND TOOK OUT A LIGHT AT THE END OF RWY. AFTER TAXIING IN TO THE TERMINAL AND OPENING THE DOOR WE REALIZED WE HAD A PROP STRIKE BELIEVED TO BE FROM THE LIGHT. PAX WERE ALL FINE; NO COMPLAINTS AND PROBABLY DID NOT REALIZE THE SERIOUSNESS OF THE SITUATION. I BELIEVE THIS COULD HAVE BEEN PREVENTED BY BEING ON VREF OVER THE NUMBERS AND GETTING IT DOWN OVER THE RWY PWR IDLE AND TOUCHING DOWN. LOOKING BACK; I COULD HAVE BEEN MORE ASSERTIVE THROUGHOUT THE APCH. THE CAPT HAD 1200+ HRS IN TYPE. WE HAD FLOWN 2 DAYS TOGETHER WITHOUT A PROB. POOR JUDGEMENT AND A BAD DECISION TO LAND THE AIRPLANE BY THE CAPT MAY HAVE BEEN CAUSED SOMEWHAT BY FATIGUE. THIS WAS OUR 5TH LEG APCHING A 10 HR DUTY DAY. IT WAS JUST AFTER XA00 AND FELT LATER. PERCEPTIONS; JUDGEMENTS; AND DECISION I BELIEVE CAN ALL BE AFFECTED AT NIGHT (OR ANY TIME) AFTER A LONG DAY.

Data retrieved from NASA's ASRS site as of January 2009 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.