AN ACR WDB BROKE 2 RWY LIGHTS ON LNDG.

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I HAD RECEIVED A CALL FROM CREW SCHEDULING AT XA30 CDT OCT/SUN/93 THAT A CAPT WAS NEEDED TO FLY FROM MSP TO NKT TO NBW. THE FLT REQUIRED A RPT TIME OF XE10 ON OCT/MON/93. I ONLY MANAGED TO RECEIVE ABOUT 1 HR REST BEFORE LEAVING FOR THE ARPT AFTER BEING AWAKE ALL DAY SUNDAY. WE DEPARTED FROM MSP WITH AN AUGMENTED CREW OF 2 CAPTS; 1 FO; AND 2 SO'S. I FLEW AS FO FROM MSP TO NKT. I FLEW AS THE CAPT FROM NKT TO NBW. AT THE TIME THE INCIDENT OCCURRED; I HAD ABOUT 1 HRS SLEEP IN A 36 HR PERIOD. LIMITED TIME WAS AVAILABLE FOR PROPER PLANNING BY BOTH DISPATCH PLANNING AND THE FLC. I WAS NOT AWARE OF THE HAZARDS ASSOCIATED WITH AN APCH TO RWY 10 AT NBW. WE WERE PLANNING AN APCH TO RWY 28. AS WE APCHED ON A L BASE LEG FOR RWY 28; WE RECEIVED A RPT THAT THE WINDS WERE FROM THE ESE AND FAVORED RWY 10. I THEN MADE A L TURN AND FLEW FOR RWY 10. BECAUSE THE NBW RESERVATION AIRSPACE IS ONLY 3/4 OF A MI FROM THE APCH END OF RWY 10; IT ALLOWS FOR A VERY SHORT FINAL AFTER COMPLETION OF THE TURN TO FINAL. I WAS MAKING A R TURN TO FINAL. THE WINDS WERE FROM R TO L. AS I WAS IN THE FLARE FOR LNDG; THE HDG OF THE ACFT CAUSED ME TO DRIFT TOWARD THE UPWIND SIDE OF THE RWY. THE TOUCHDOWN WAS NORMAL BUT THE R MAIN GEAR WAS JUST TO THE R OF THE RWY EDGE. THE ACFT TOUCHDOWN WAS JUST SHORT OF THE 2000 FT MARKER. THE R MAIN LNDG GEAR WAS JUST OFF THE EDGE OF THE RWY. THE R MAIN LNDG GEAR STRUCK ONE RWY EDGE LIGHT. I MANEUVERED THE ACFT SO THAT THE R MAIN LNDG GEAR RETURNED TO THE RWY AT APPROX THE 3000 FT MARKER. THERE WAS NO DAMAGE TO THE ACFT. THERE WAS A SMALL CUT ON THE #7 TIRE. ATTACHED IS A COPY OF THE APCH PROCS INTO NBW. WE HAD NOT RECEIVED THIS INFO PRIOR TO OUR LNDG AT NBW. I BELIEVE WHAT CONTRIBUTED TO THIS INCIDENT WERE: A HURRY TO ACCEPT A FLT WITHOUT PROPER PLANNING; INFO; AND REST. FATIGUE WHICH CAUSED ME TO NOT IMMEDIATELY RECOGNIZE THAT THE ACFT WAS NOT ALIGNED PROPERLY TO REMAIN OVER THE RWY AT TOUCHDOWN. SUPPLEMENTAL INFORMATION FROM ACN 254421: WIND 130/10 (OVERSHOOTING). R BASE 3/4 MI INTERCEPT OF FINAL APCH REQUIRED BY LCL PROC. THE GLIDE PATH WAS PROPERLY MAINTAINED. THE ACFT WAS CONTINUOUSLY IN POS TO MAKE A NORMAL; SAFE LNDG. I FELT COMFORTABLE WITH THE APCH UNTIL THE VERY END. I DID NOT WANT TO FIGHT HIM FOR THE CTLS. SUPPLEMENTAL INFORMATION FROM ACN 254959: THE WIND WAS OVERSHOOTING. I POINTED THAT OUT WITH A CALL THAT WE WERE OVERSHOOTING. SOME DIFFICULTY IN INTERPRETING NAVY BALL SYS. NO VASI. I CALLED OUT '1000 FT SINK.' PROBABLY 500 FT AGL. INSUFFICIENT REST. UNFAMILIAR WITH BASE. MINIMAL APCH PLATES. NEEDED MORE INFO ON NBW FROM THE COMPANY. UNSTABILIZED APCH. RESTR TO WITHIN 3/4 MI DUE TO CUBAN AIRSPACE. FATIGUE? SUPPLEMENTAL INFORMATION FROM ACN 254617: OUR BRIEFING FOR THIS MISSION WAS INADEQUATE. WE SHOULD HAVE LANDED WITH A TAILWIND AND USED MORE FLAPS. AS AN OBSERVER DURING THIS INCIDENT; I COULD HAVE HELPED IN THE DECISION MAKING TO CHANGE RWYS AND DID NOT DO SO.