Narrative:

Approximately 15 NM northeast of the airport, I called for landing. The active runway was runway 30. I requested and was granted, from about a 10 mi final, a clearance 'cleared for the option.' my request was for a low pass with a climbing right break to a landing. Upon reaching the downwind position with my gear extended, I was advised to follow a canadair rj on a 2 mi final. At about 1 1/2 mi southeast on downwind for runway 30, I spotted the rj at my 2 O'clock position. I position myself so as to provide adequate spacing for landing behind the rj. When about 100 ft from the threshold with thrust at idle and stating my flair, the controller instructed me to go around. At this time the rj was rolling out to the end of the runway (9000 ft long) and within seconds of turning off at the last exit. The L-39 because of its slow engine spool time (9-12 seconds) does not lend itself to an expeditious go around. In fact, the procedure is to touch down, advance the thrust lever, set takeoff flaps, acknowledge engine spool-up, then continue the go around. I delayed my touchdown until it was certain that the rj was clearing the runway. As confirmed by the controller, touched down and easily made the next to the last turnoff. The controller, on taxi in, threatened to report me to the local FSDO.

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Original NASA ASRS Text

Title: L39 JET IS UNABLE TO GO AROUND AS INSTRUCTED AND LANDS WITH A CL65 AT THE FAR END JUST CLRING THE RWY.

Narrative: APPROX 15 NM NE OF THE ARPT, I CALLED FOR LNDG. THE ACTIVE RWY WAS RWY 30. I REQUESTED AND WAS GRANTED, FROM ABOUT A 10 MI FINAL, A CLRNC 'CLRED FOR THE OPTION.' MY REQUEST WAS FOR A LOW PASS WITH A CLBING R BREAK TO A LNDG. UPON REACHING THE DOWNWIND POS WITH MY GEAR EXTENDED, I WAS ADVISED TO FOLLOW A CANADAIR RJ ON A 2 MI FINAL. AT ABOUT 1 1/2 MI SE ON DOWNWIND FOR RWY 30, I SPOTTED THE RJ AT MY 2 O'CLOCK POS. I POS MYSELF SO AS TO PROVIDE ADEQUATE SPACING FOR LNDG BEHIND THE RJ. WHEN ABOUT 100 FT FROM THE THRESHOLD WITH THRUST AT IDLE AND STATING MY FLAIR, THE CTLR INSTRUCTED ME TO GO AROUND. AT THIS TIME THE RJ WAS ROLLING OUT TO THE END OF THE RWY (9000 FT LONG) AND WITHIN SECONDS OF TURNING OFF AT THE LAST EXIT. THE L-39 BECAUSE OF ITS SLOW ENG SPOOL TIME (9-12 SECONDS) DOES NOT LEND ITSELF TO AN EXPEDITIOUS GAR. IN FACT, THE PROC IS TO TOUCH DOWN, ADVANCE THE THRUST LEVER, SET TKOF FLAPS, ACKNOWLEDGE ENG SPOOL-UP, THEN CONTINUE THE GAR. I DELAYED MY TOUCHDOWN UNTIL IT WAS CERTAIN THAT THE RJ WAS CLRING THE RWY. AS CONFIRMED BY THE CTLR, TOUCHED DOWN AND EASILY MADE THE NEXT TO THE LAST TURNOFF. THE CTLR, ON TAXI IN, THREATENED TO RPT ME TO THE LCL FSDO.

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.