F27 FLT CREW LANDS LONG AFTER AN INST APCH TO MINIMUMS AT RAP.

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WX AT THE ARPT WAS 1/2 SM IN FOG WITH 100 FT CEILING. VISIBILITY WAS INCREASING. WIND WAS ABOUT 120 DEGS/7 KTS WITH ILS RWY 32 IN USE. COMPANY PROC CALLS FOR AN ILS TO MINIMUMS TO BE FLOWN AT 120 KTS AND LAND AT 27 DEG FLAPS; UNLESS FLAPS 40 DEGS CAN SAFELY BE SELECTED. THE TAILWIND ON THE APCH MADE OUR GND SPD ON APCH AROUND 135 KTS (120 KIAS) WHEN THE FO CALLED '100 FT TO MDA.' I BEGAN GLANCING OUTSIDE FOR LIGHTS. JUST PRIOR TO MDA; THE APCH LIGHTS CAME IN SIGHT AND I ANNOUNCED WE WOULD CONTINUE. THE TOUCHDOWN ZONE MARKERS WERE CLRLY VISIBLE; AND ABOUT 1/3 TO 1/2 THE LENGTH OF THE RWY. I KNEW WE WERE FAST DUE TO THE TAILWIND; AND BROUGHT THE PWR TO IDLE. GND SPD WAS AROUND 125 KTS AND SLOWING. I WAS TRYING TO LAND SOFT AND AT VREF OF ABOUT 94 KTS; SO I HELD THE ACFT OFF THE RWY; ABOUT 25-50 FT ABOVE. WE FLOATED PAST THE TOUCHDOWN AREA AND LANDED ABOUT HALFWAY DOWN THE 8700 FT RWY; JUST BEYOND A3. VISIBILITY ON THE LAST HALF OF THE RWY WAS ABOUT 1 SM; THE RWY WAS DRY. AFTER TOUCHDOWN; I CHOSE TO LET THE ACFT ROLL OUT TO THE END. I APPLIED THE BRAKES GENTLY WHEN APCHING THE LAST EXIT; A1 AND EXITED THE RWY. I COULD HAVE BRAKED HARDER; AND GOT OFF EARLIER; BUT FELT SAFETY WAS NOT AN ISSUE. I KNEW I HAD NOT TOUCHED DOWN IN THE FIRST THIRD OF THE RWY BY THIS POINT; AND HAD THE RWY BEEN ICY OR WET WITH DECREASING VISIBILITY; SAFETY WOULD HAVE BEEN AN ISSUE. I DID NOT INTEND TO LAND 1/2 WAY DOWN THE RWY; THOUGH ONCE THE RWY WAS IN SIGHT; I KNEW WE WERE GOING TO FLOAT AWAYS. AT THE TIME; I DIDN'T REALIZE JUST HOW FAST THE GND WAS GOING BY UNTIL I SAW IT. I WASN'T THINKING AT THE TIME OF THE FACT THAT FLOATING THE AIRPLANE FOR A SOFT SLOW TOUCHDOWN WOULD PUT ME BEYOND THE FIRST THIRD OF THE RWY. FACTORS THAT CONTRIBUTED TO THIS EVENT WERE: 1) TAILWIND ON APCH AND THE RWY. 2) FLYING TO MINIMUMS AT 120 KIAS. 3) NOT SELECTING THE FLAPS TO 40 DEGS. 4) HOLDING THE ACFT OFF FOR A SLOW TOUCHDOWN.