Narrative:

While on an IFR flight from ZZZ to roa, va, I was given vectors to sequence for runway 24 and turned onto final about 8 mi out at 3800 ft MSL. Approach asked me to keep my speed up as much as possible. I responded by maintaining over 130 KTS until I was switched to tower, who cleared me to land. About this time, I heard the pilot of a GA plane being told he was third for the airport and he reported he was following the jet. At that time, I realized that the jet was following me, and I held my speed as long as I could before I had to slow to land. Consequently, I was high and hot when I was about 3 mi out. I pulled power almost to idle and trimmed nose up to slow to gear down speed (132 KTS) and dropped the gear. When the airspeed decayed into the green arc (110 KTS), I started dropping flaps until they were fully extended. I still found it necessary to apply the slip maneuver to lose enough altitude and speed to touch down in the first 1000 ft at about 70 KTS. Shortly after I touched down, tower told me that the commuter jet was on short final, and I needed to expedite clearing the runway. I did my best to do this, but I was already past taxiway M (2000 ft past threshold). I continued taxiing as fast as I could, but did slow to be sure that I could safely make the left turn onto taxiway left (3000 ft past threshold). I had registered the urgency in tower's voice and moved over to the left side of the runway in the event it was necessary to depart the runway. After I completed the turn on taxiway left, I looked to my left and saw the jet crossing the threshold. About that time, I heard the jet announce that he was going around. Tower then sarcastically thanked me for all of my efforts to respond to his request. He said that he thought I would have recognized the urgency in the tone of his request. I said that I was sorry, but that I had done the best that I could. Cause of problem: I believe that it would have been better if I had been sequenced behind the jet instead of in front of him, in view of the relative speeds and short space between us. I could assume that spacing was critical when I was asked by approach to keep up my speed, but when I was cleared to land by tower, I had to do what was necessary to descend, land, and depart the runway safely.

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Original NASA ASRS Text

Title: POTENTIAL LOSS OF SEPARATION CREATES A GAR FOR AN RJ AFTER THE PRECEDING M20P IS UNABLE TO CLR RWY 24 IN TIME AT ROA, VA.

Narrative: WHILE ON AN IFR FLT FROM ZZZ TO ROA, VA, I WAS GIVEN VECTORS TO SEQUENCE FOR RWY 24 AND TURNED ONTO FINAL ABOUT 8 MI OUT AT 3800 FT MSL. APCH ASKED ME TO KEEP MY SPD UP AS MUCH AS POSSIBLE. I RESPONDED BY MAINTAINING OVER 130 KTS UNTIL I WAS SWITCHED TO TWR, WHO CLRED ME TO LAND. ABOUT THIS TIME, I HEARD THE PLT OF A GA PLANE BEING TOLD HE WAS THIRD FOR THE ARPT AND HE RPTED HE WAS FOLLOWING THE JET. AT THAT TIME, I REALIZED THAT THE JET WAS FOLLOWING ME, AND I HELD MY SPD AS LONG AS I COULD BEFORE I HAD TO SLOW TO LAND. CONSEQUENTLY, I WAS HIGH AND HOT WHEN I WAS ABOUT 3 MI OUT. I PULLED PWR ALMOST TO IDLE AND TRIMMED NOSE UP TO SLOW TO GEAR DOWN SPD (132 KTS) AND DROPPED THE GEAR. WHEN THE AIRSPD DECAYED INTO THE GREEN ARC (110 KTS), I STARTED DROPPING FLAPS UNTIL THEY WERE FULLY EXTENDED. I STILL FOUND IT NECESSARY TO APPLY THE SLIP MANEUVER TO LOSE ENOUGH ALT AND SPD TO TOUCH DOWN IN THE FIRST 1000 FT AT ABOUT 70 KTS. SHORTLY AFTER I TOUCHED DOWN, TWR TOLD ME THAT THE COMMUTER JET WAS ON SHORT FINAL, AND I NEEDED TO EXPEDITE CLRING THE RWY. I DID MY BEST TO DO THIS, BUT I WAS ALREADY PAST TXWY M (2000 FT PAST THRESHOLD). I CONTINUED TAXIING AS FAST AS I COULD, BUT DID SLOW TO BE SURE THAT I COULD SAFELY MAKE THE L TURN ONTO TXWY L (3000 FT PAST THRESHOLD). I HAD REGISTERED THE URGENCY IN TWR'S VOICE AND MOVED OVER TO THE L SIDE OF THE RWY IN THE EVENT IT WAS NECESSARY TO DEPART THE RWY. AFTER I COMPLETED THE TURN ON TXWY L, I LOOKED TO MY L AND SAW THE JET XING THE THRESHOLD. ABOUT THAT TIME, I HEARD THE JET ANNOUNCE THAT HE WAS GOING AROUND. TWR THEN SARCASTICALLY THANKED ME FOR ALL OF MY EFFORTS TO RESPOND TO HIS REQUEST. HE SAID THAT HE THOUGHT I WOULD HAVE RECOGNIZED THE URGENCY IN THE TONE OF HIS REQUEST. I SAID THAT I WAS SORRY, BUT THAT I HAD DONE THE BEST THAT I COULD. CAUSE OF PROB: I BELIEVE THAT IT WOULD HAVE BEEN BETTER IF I HAD BEEN SEQUENCED BEHIND THE JET INSTEAD OF IN FRONT OF HIM, IN VIEW OF THE RELATIVE SPDS AND SHORT SPACE BTWN US. I COULD ASSUME THAT SPACING WAS CRITICAL WHEN I WAS ASKED BY APCH TO KEEP UP MY SPD, BUT WHEN I WAS CLRED TO LAND BY TWR, I HAD TO DO WHAT WAS NECESSARY TO DSND, LAND, AND DEPART THE RWY SAFELY.

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.