Narrative:

We had no through passenger to btv. We took fuel, checked the WX and called flight control to make them aware of our status. The WX was currently below user mins but forecast good. The mutual decision was to go take a look at part 91 and take a look. If the WX wasn't agreeable come back to leb where the wax good. We contacted btv approach which gave us current WX which hadn't changed, but the wind had changed direction and speed. When we left the RVR was 1400'/1200' rollout and now it was 1600'/1200' rollout. We accepted the approach and at about 100' mins we picked up the (ALS) approach lights and continued with the new DH. About 50' above new DH we picked up the runway. I stayed on the gauges till new DH and called visibility. My first officer called slightly left of course. I called correcting right. I turned on the landing light and about 50' or so (very hard to determine) above tpz got a master warning annunciator which startled me and impaired my vision. My face was up close to the glare shield due to the reduced visibility. The annunciator cannot be turned down and the lighting was low in the cockpit and I had requested the lights be turned up on the runway. By the time the annunciator was out, my left main had contacted the ground and we were left of center (the left main in the grass). I stuffed hard right rudder and came back to centerline. Heard a small thud doing so and felt ever so slight vibration left side. After shut down bailed out and checked the aircraft and found 1 propeller blade tip splintered about 3' up. Immediately called tower, flight control, maintenance. We flew 5.3 hours, 4.3 dhd and 5 approachs. I feel fatigue played a major part in this incident. Flight and duty, rest, definition of rest need to be looked at.

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Original NASA ASRS Text

Title: LOW VISIBILITY AND MINIMUM APCH. ACFT WAS ALLOWED TI DRIFT. TOUCHDOWN MADE WITH LEFT GEAR IN GRASS. RWY LIGHT DAMAGED. ACFT PROPELLER DAMAGED.

Narrative: WE HAD NO THROUGH PAX TO BTV. WE TOOK FUEL, CHKED THE WX AND CALLED FLT CTL TO MAKE THEM AWARE OF OUR STATUS. THE WX WAS CURRENTLY BELOW USER MINS BUT FORECAST GOOD. THE MUTUAL DECISION WAS TO GO TAKE A LOOK AT PART 91 AND TAKE A LOOK. IF THE WX WASN'T AGREEABLE COME BACK TO LEB WHERE THE WAX GOOD. WE CONTACTED BTV APCH WHICH GAVE US CURRENT WX WHICH HADN'T CHANGED, BUT THE WIND HAD CHANGED DIRECTION AND SPD. WHEN WE LEFT THE RVR WAS 1400'/1200' ROLLOUT AND NOW IT WAS 1600'/1200' ROLLOUT. WE ACCEPTED THE APCH AND AT ABOUT 100' MINS WE PICKED UP THE (ALS) APCH LIGHTS AND CONTINUED WITH THE NEW DH. ABOUT 50' ABOVE NEW DH WE PICKED UP THE RWY. I STAYED ON THE GAUGES TILL NEW DH AND CALLED VIS. MY F/O CALLED SLIGHTLY LEFT OF COURSE. I CALLED CORRECTING RIGHT. I TURNED ON THE LNDG LIGHT AND ABOUT 50' OR SO (VERY HARD TO DETERMINE) ABOVE TPZ GOT A MASTER WARNING ANNUNCIATOR WHICH STARTLED ME AND IMPAIRED MY VISION. MY FACE WAS UP CLOSE TO THE GLARE SHIELD DUE TO THE REDUCED VISIBILITY. THE ANNUNCIATOR CANNOT BE TURNED DOWN AND THE LIGHTING WAS LOW IN THE COCKPIT AND I HAD REQUESTED THE LIGHTS BE TURNED UP ON THE RWY. BY THE TIME THE ANNUNCIATOR WAS OUT, MY LEFT MAIN HAD CONTACTED THE GND AND WE WERE LEFT OF CENTER (THE LEFT MAIN IN THE GRASS). I STUFFED HARD RIGHT RUDDER AND CAME BACK TO CENTERLINE. HEARD A SMALL THUD DOING SO AND FELT EVER SO SLIGHT VIBRATION LEFT SIDE. AFTER SHUT DOWN BAILED OUT AND CHKED THE ACFT AND FOUND 1 PROP BLADE TIP SPLINTERED ABOUT 3' UP. IMMEDIATELY CALLED TWR, FLT CTL, MAINT. WE FLEW 5.3 HRS, 4.3 DHD AND 5 APCHS. I FEEL FATIGUE PLAYED A MAJOR PART IN THIS INCIDENT. FLT AND DUTY, REST, DEFINITION OF REST NEED TO BE LOOKED AT.

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.