Narrative:

Coming in to land 8 mi east of btl; ATC advised us to keep the speed up and enter a final for runway 31. We started our descent from 2500 ft MSL at 145-155 KTS. ATC then advised my student and I to turn our aircraft right towards the numbers because we were on more of a right base for runway 31 instead of final. At this time; I decided we were going to do a no flap landing in order to approach the field a little faster. Coming in to land; we were 110-120 KTS on a half mi final when final approach for the cirrus SR20 is 85 KTS (no flaps). Over the numbers we were still 20 KTS fast so I put 50% flaps in to help slow the aircraft. Our aircraft then slowed to our normal approach speed but we had already used half of the 5000 ft runway. We then entered ground effect and continued to float down the runway. I then applied full back pressure once we landed and did not immediately apply brakes. The flight school's policy is to only apply brakes below 50 KTS. Finally; we were coming up to the end of runway 31 so I started to apply heavy braking and started to turn towards the taxiway at the end of the runway. We had to exit into the grass because we were going too fast to continue the turn onto the taxiway. Once we entered the grass and missed the taxiway light; we turned back onto the taxiway and started smelling the overheated brakes. My student and I should have never come in that fast for final approach. We did not execute a go around when we should have. Additionally; a no flap landing in a cirrus should not have been attempted without proper glidepath and approach speed. This is a valuable lesson learned and I am very thankful no damage or injuries occurred during this mishap.

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Original NASA ASRS Text

Title: AFTER ATC REQUEST TO KEEP THEIR SPEED UP; SR20 STUDENT AND INSTRUCTOR LAND FAST AND LONG BEFORE DEPARTING RWY.

Narrative: COMING IN TO LAND 8 MI E OF BTL; ATC ADVISED US TO KEEP THE SPD UP AND ENTER A FINAL FOR RWY 31. WE STARTED OUR DSCNT FROM 2500 FT MSL AT 145-155 KTS. ATC THEN ADVISED MY STUDENT AND I TO TURN OUR ACFT R TOWARDS THE NUMBERS BECAUSE WE WERE ON MORE OF A R BASE FOR RWY 31 INSTEAD OF FINAL. AT THIS TIME; I DECIDED WE WERE GOING TO DO A NO FLAP LNDG IN ORDER TO APCH THE FIELD A LITTLE FASTER. COMING IN TO LAND; WE WERE 110-120 KTS ON A HALF MI FINAL WHEN FINAL APCH FOR THE CIRRUS SR20 IS 85 KTS (NO FLAPS). OVER THE NUMBERS WE WERE STILL 20 KTS FAST SO I PUT 50% FLAPS IN TO HELP SLOW THE ACFT. OUR ACFT THEN SLOWED TO OUR NORMAL APCH SPD BUT WE HAD ALREADY USED HALF OF THE 5000 FT RWY. WE THEN ENTERED GND EFFECT AND CONTINUED TO FLOAT DOWN THE RWY. I THEN APPLIED FULL BACK PRESSURE ONCE WE LANDED AND DID NOT IMMEDIATELY APPLY BRAKES. THE FLT SCHOOL'S POLICY IS TO ONLY APPLY BRAKES BELOW 50 KTS. FINALLY; WE WERE COMING UP TO THE END OF RWY 31 SO I STARTED TO APPLY HVY BRAKING AND STARTED TO TURN TOWARDS THE TXWY AT THE END OF THE RWY. WE HAD TO EXIT INTO THE GRASS BECAUSE WE WERE GOING TOO FAST TO CONTINUE THE TURN ONTO THE TXWY. ONCE WE ENTERED THE GRASS AND MISSED THE TXWY LIGHT; WE TURNED BACK ONTO THE TXWY AND STARTED SMELLING THE OVERHEATED BRAKES. MY STUDENT AND I SHOULD HAVE NEVER COME IN THAT FAST FOR FINAL APCH. WE DID NOT EXECUTE A GAR WHEN WE SHOULD HAVE. ADDITIONALLY; A NO FLAP LNDG IN A CIRRUS SHOULD NOT HAVE BEEN ATTEMPTED WITHOUT PROPER GLIDEPATH AND APCH SPD. THIS IS A VALUABLE LESSON LEARNED AND I AM VERY THANKFUL NO DAMAGE OR INJURIES OCCURRED DURING THIS MISHAP.

Data retrieved from NASA's ASRS site as of May 2009 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.