Narrative:

I filed lifeguard on an IFR flight plan. Prior to clearance for the ILS 29L approach into mso, ATC requested my indicated airspeed. I responded with, '...140 KTS indicated...' they directed me to give them 140 KTS until 'advised.' I indicated in the affirmative. After I was given clearance for the ILS 29L, I intercepted the localizer and flew it into the marker. Not being advised yet to reduce speed, I reduced speed. This occurred after I checked in with the tower. Unfortunately I was 4 mi off the runway, doing 140 KTS indicated west/O gear and flaps out yet. I slowed down to 120 KTS, dropped my gear and first notch of flaps. In attempting to slow even further in order to get my last 20 degrees of flaps out, I had climbed 400-600' AGL, and was 2 DME mi off the runway end. I attempted the landing, but crossing the threshold at 100 KTS I knew I was too fast. The first T/D was hard and fast, so it porpoised back up. Subsequently it porpoised up 2 more times before I gave it full throttle for a go around. After landing, ATC requested I call the tower. Their major concern was that anybody filing lifeguard alarmed them when executing a go around. They wanted to know what had happened, and who was at fault. I told them it was poor pilot technique, and that I ordered the go around for the safety of the flight. In hindsight, I see I should have been advised when to lower my speed and they had failed to do that. Next time I will fly the localizer at my own speed and advised them I am able to comply only up to the localizer.

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Original NASA ASRS Text

Title: GA SMA BOUNCED A LNDG, THEN MADE A GO AROUND TO RECOVER. ATCT LCL CTLR CONCERNED BECAUSE EMS HAD BEEN FILED AND ATC DID NOT WANT TO BE PART OF THE LNDG DELAY.

Narrative: I FILED LIFEGUARD ON AN IFR FLT PLAN. PRIOR TO CLRNC FOR THE ILS 29L APCH INTO MSO, ATC REQUESTED MY INDICATED AIRSPD. I RESPONDED WITH, '...140 KTS INDICATED...' THEY DIRECTED ME TO GIVE THEM 140 KTS UNTIL 'ADVISED.' I INDICATED IN THE AFFIRMATIVE. AFTER I WAS GIVEN CLRNC FOR THE ILS 29L, I INTERCEPTED THE LOC AND FLEW IT INTO THE MARKER. NOT BEING ADVISED YET TO REDUCE SPD, I REDUCED SPD. THIS OCCURRED AFTER I CHKED IN WITH THE TWR. UNFORTUNATELY I WAS 4 MI OFF THE RWY, DOING 140 KTS INDICATED W/O GEAR AND FLAPS OUT YET. I SLOWED DOWN TO 120 KTS, DROPPED MY GEAR AND FIRST NOTCH OF FLAPS. IN ATTEMPTING TO SLOW EVEN FURTHER IN ORDER TO GET MY LAST 20 DEGS OF FLAPS OUT, I HAD CLBED 400-600' AGL, AND WAS 2 DME MI OFF THE RWY END. I ATTEMPTED THE LNDG, BUT XING THE THRESHOLD AT 100 KTS I KNEW I WAS TOO FAST. THE FIRST T/D WAS HARD AND FAST, SO IT PORPOISED BACK UP. SUBSEQUENTLY IT PORPOISED UP 2 MORE TIMES BEFORE I GAVE IT FULL THROTTLE FOR A GAR. AFTER LNDG, ATC REQUESTED I CALL THE TWR. THEIR MAJOR CONCERN WAS THAT ANYBODY FILING LIFEGUARD ALARMED THEM WHEN EXECUTING A GAR. THEY WANTED TO KNOW WHAT HAD HAPPENED, AND WHO WAS AT FAULT. I TOLD THEM IT WAS POOR PLT TECHNIQUE, AND THAT I ORDERED THE GAR FOR THE SAFETY OF THE FLT. IN HINDSIGHT, I SEE I SHOULD HAVE BEEN ADVISED WHEN TO LOWER MY SPD AND THEY HAD FAILED TO DO THAT. NEXT TIME I WILL FLY THE LOC AT MY OWN SPD AND ADVISED THEM I AM ABLE TO COMPLY ONLY UP TO THE LOC.

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.