Narrative:

[ATC] was very busy with the rush of jet traffic; departing on runway xx; arriving on yy. I complied with 'hold over the city' ATC instructions for approximately 10 minutes at reduced power setting; during which time I heard tower give the wind to landing jet traffic. I had requested landing on xx as the cessna 305A is a tail dragger and the reported winds of 340 at 6 were marginally over my personal cut-off of 5 knots. Hearing that the wind had lessened to 5 knots and knowing I would ease the controller's traffic issue I informed him that I could accept landing on yy. He cleared me for a downwind and told me to expedite a base leg; something to the effect of 'keep it in close'. He was very busy; with a jet on a one mile final; another on a seven mile final; and five or six jets lined up to depart. He cleared me to land; number 2 to the landing traffic; I acknowledged the landing clearance. I turned base abeam the numbers and deployed full flaps; calculating my touchdown point beyond the landing jet's touchdown point to avoid wake turbulence; to which I had previously informed the tower I 'waived a wait time'.after rolling out on final; and below about a hundred feet AGL; I thought I heard the busy controller tell the landing jet to expedite his exit from the runway; and then inform me to 'go around'. I asked for him to say again; and looked to see if the previously landing jet was still occupying the runway. He had passed into the shadows at the far end; the uphill end; of the runway. I could not see him. I advanced the throttle only to find a cough and stutter. By this time my tail wheel was dragging on the runway. I continued to try to add power; but when my main wheels touched; facing an uphill takeoff; with a tailwind and a stuttering engine; into rising terrain I chose to abort the takeoff. I exited the runway without incident.I believe I turned base too close to the landing jet; allowed the mix of aircraft speeds to cause me to hurry; and the extended hold caused me to form carburetor ice. I did not have carb heat on after receiving my clearance to land; although I had used in previously upon my descent into the holding altitude. Despite the controller's obvious workload; and my attempt to minimize it; I should have availed myself of his perspective and asked him to call my base leg. After all; he knew how far the next jet was; and its approach speed; whereas I did not have it in sight.

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Original NASA ASRS Text

Title: Cessna 305A pilot reported an engine sputtering from carburetor ice prevented him from complying with an ATC instruction to go around to avoid a conflict with a landing jet aircraft.

Narrative: [ATC] was very busy with the rush of jet traffic; departing on Runway XX; arriving on YY. I complied with 'hold over the city' ATC instructions for approximately 10 minutes at reduced power setting; during which time I heard Tower give the wind to landing jet traffic. I had requested landing on XX as the Cessna 305A is a tail dragger and the reported winds of 340 at 6 were marginally over my personal cut-off of 5 knots. Hearing that the wind had lessened to 5 knots and knowing I would ease the Controller's traffic issue I informed him that I could accept landing on YY. He cleared me for a downwind and told me to expedite a base leg; something to the effect of 'keep it in close'. He was very busy; with a jet on a one mile final; another on a seven mile final; and five or six jets lined up to depart. He cleared me to land; number 2 to the landing traffic; I acknowledged the landing clearance. I turned base abeam the numbers and deployed full flaps; calculating my touchdown point beyond the landing jet's touchdown point to avoid wake turbulence; to which I had previously informed the tower I 'waived a wait time'.After rolling out on final; and below about a hundred feet AGL; I thought I heard the busy controller tell the landing jet to expedite his exit from the runway; and then inform me to 'go around'. I asked for him to say again; and looked to see if the previously landing jet was still occupying the runway. He had passed into the shadows at the far end; the uphill end; of the runway. I could not see him. I advanced the throttle only to find a cough and stutter. By this time my tail wheel was dragging on the runway. I continued to try to add power; but when my main wheels touched; facing an uphill takeoff; with a tailwind and a stuttering engine; into rising terrain I chose to abort the takeoff. I exited the runway without incident.I believe I turned base too close to the landing jet; allowed the mix of aircraft speeds to cause me to hurry; and the extended hold caused me to form carburetor ice. I did not have carb heat on after receiving my clearance to land; although I had used in previously upon my descent into the holding altitude. Despite the controller's obvious workload; and my attempt to minimize it; I should have availed myself of his perspective and asked him to call my base leg. After all; he knew how far the next jet was; and its approach speed; whereas I did not have it in sight.

Data retrieved from NASA's ASRS site 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.