A BEECH DUCHESS PLT DAMAGED BOTH PROPS ON A GAR AT FLL.

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WHILE WITH MIA APCH APPROX 6-7 DME NW OF THE FIELD; WE WERE INFORMED BY APCH TO DSND FROM 3000 FT TO 2000 FT AND TOLD TO KEEP OUR AIRSPD UP. WE WERE TOLD TO EXPECT THE VISUAL APCH TO RWY 9L. THERE WAS CONFUSION IN THE COCKPIT AS THE PNF WAS UNDER THE IMPRESSION DUE TO THE ATIS THAT RWY 9R WAS BEING USED FOR VISUAL APCHS; HOWEVER; WE WERE CLRED FOR RWY 9L. AT THIS TIME A CONVERSATION ENSUED ALONG WITH AN ABOVE AVERAGE AIRSPD DURING APCH. AT APPROX 4 DME DUE W OF RWY 9L WE WERE CLRED FOR THE APCH. WHILE TRYING TO CONTACT TWR; THE PNF WAS NEEDING ASSISTANCE IN SAYING HIS INTENTIONS. AFTER TWICE TRYING TO CONTACT TWR; THERE WAS FRUSTRATION AS TO WHY THERE WAS NO CONTACT MADE. WE THEN SWITCHED FROM COM #2 TO COM #1. I BEGAN MY PRELNDG CHKLIST TO BE INTERRUPTED BY TWR ON COM #1 WHO WAS CALLING FOR US AND WANTED AN EXPLANATION FOR THE COM PROB. WE WERE TRAVELING AT APPROX 120 KTS AND VERY CLOSE TO THE RWY. I HAD 0 DEG FLAPS FOR THE LNDG DUE TO THE ABNORMALLY HIGH AIRSPD. WHEN I BROUGHT PWR BACK DURING LEVELOFF; THE GEAR WARNING HORN BEGAN TO SOUND; AT WHICH TIME I LOOKED DOWN AND REALIZED THE LNDG GEAR INDICATOR LIGHTS WERE NOT ILLUMINATED. I BROUGHT IN FULL PWR AND PITCHED UP FOR BEST ANGLE OF CLB. WHILE PITCHING UP; WE HEARD A NOISE WHICH WE BELIEVED TO BE THE REAR TIEDOWN TOUCH THE RWY. WE CYCLED THE GEAR AND EXECUTED A GAR. IT WASN'T TILL WE SHUT THE ENGS DOWN AFTER LNDG THAT WE REALIZED THAT THE PROPS ARE WHAT MADE THE NOISE. THE CULMINATION OF HIGHER THAN NORMAL APCH SPD DUE TO JET TFC BEHIND US; ALONG WITH THE INABILITY TO CONTACT TWR IN A TIMELY MANNER AND A BREAKDOWN IN COMS BTWN THE PNF AND I LED TO MY INABILITY TO COMPLETE THE PRELNDG CHKLIST.