Narrative:

After obtaining ATIS information I contacted ground and asked for taxi clearance to runway 19. Ground control asked my intentions and I responded that I would be doing pattern work. He asked me to stand by and appeared to ask someone if that was permissible. After a few mins he came back and informed me that the only way I could be granted my request was special VFR. I responded that special VFR would be fine and he cleared me to runway 19L. Upon approaching the run-up for runway 19L he asked me if I was ready to copy clearance instructions. I responded that I would copy at run-up. After run-up he stated clearance to stay at or below 1500 ft while operating in class D airspace. I repeated the clearance; he clarified some phrasing of the readback and then approved my readback. He then informed me that if I didn't take off in the next min I would need to move to runway 19R. I responded that we were ready to go and ground control advised me to switch to tower frequency; which I did. Tower frequency told me they have a bonanza on a 5 mi final and that I would need to move to runway 19R and hold. I responded that I copied the instructions and relocated to runway 19R. After our hold we were cleared for runway 19R. I requested from tower control to not stay within the pattern but detour south and away from the airport about 3-5 mi to help relieve any congestion. Tower denied that request and said that I cannot deter from my clearance and that I would have to remain in the pattern. I responded that I would oblige the mandate and that I would stay in the pattern. Almost immediately after takeoff; while I was on left crosswind the tower changed my approach to runway 32; and then stated 'wind is calm.' I acknowledged the request and began a turn back to my right to set up a downwind approach to runway 32. While on downwind; again the tower announced 'aircraft X; confirm that you are landing 32R.' I acknowledged and confirmed. A few moments later he asked me to initiate and execute my approach to runway 32R even though I had not turned to a base or final approach position. I obliged and made a steep decline down and to the left to make the runway. Because of my increased descent; my speed was also increased and I landed approximately halfway down runway 32. I retracted flaps and attempted to stop the aircraft as the controller yelled 'full stop!' I was traveling too quickly on the ground to come to a full stop before approaching the end of the runway so in the spirit of safety I initiated a go around and informed the tower that I had too much speed to initiate a full stop. At that point; the controller informed another pilot to perform a go around on runway 19R. I announced to the tower that I was done and wanted to land. The controller instructed me to land on runway 1 (the opposite direction of incoming IFR traffic). I acknowledged and executed my turns to set up for landing on runway 1. After landing I was instructed to cross runway 19L and hold between txwys a and B. I obliged and the controller provided me with a phone number and told me to call the tower when it was possible for me to do so. I acknowledged the request and called the tower at tie-down. He told me that he was going to need to file a report for loss of separation and asked for my name; contact information; and pilot certificate number. He asked me to hold and then apparently went back to ask someone additional questions. He returned and told me that he did not need anything else. I mentioned that I was concerned and this was unnerving because I had never been asked to call the tower. He told me that he had to do that due to the loss of separation and that someone from the FAA would follow up.

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Original NASA ASRS Text

Title: WHILE ATTEMPTING TO PRACTICE TAKEOFFS AND LANDINGS IN SPECIAL VFR CONDITIONS; PRIVATE PILOT OF C172 MUST MAKE A GO-AROUND AFTER LANDING TOO FAR DOWN THE RUNWAY TO STOP ON THE PAVED SURFACE. LOSS OF SEPARATION OCCURS WITH AN INBOUND IFR AIRCRAFT.

Narrative: AFTER OBTAINING ATIS INFO I CONTACTED GND AND ASKED FOR TAXI CLRNC TO RWY 19. GND CTL ASKED MY INTENTIONS AND I RESPONDED THAT I WOULD BE DOING PATTERN WORK. HE ASKED ME TO STAND BY AND APPEARED TO ASK SOMEONE IF THAT WAS PERMISSIBLE. AFTER A FEW MINS HE CAME BACK AND INFORMED ME THAT THE ONLY WAY I COULD BE GRANTED MY REQUEST WAS SPECIAL VFR. I RESPONDED THAT SPECIAL VFR WOULD BE FINE AND HE CLRED ME TO RWY 19L. UPON APCHING THE RUN-UP FOR RWY 19L HE ASKED ME IF I WAS READY TO COPY CLRNC INSTRUCTIONS. I RESPONDED THAT I WOULD COPY AT RUN-UP. AFTER RUN-UP HE STATED CLRNC TO STAY AT OR BELOW 1500 FT WHILE OPERATING IN CLASS D AIRSPACE. I REPEATED THE CLRNC; HE CLARIFIED SOME PHRASING OF THE READBACK AND THEN APPROVED MY READBACK. HE THEN INFORMED ME THAT IF I DIDN'T TAKE OFF IN THE NEXT MIN I WOULD NEED TO MOVE TO RWY 19R. I RESPONDED THAT WE WERE READY TO GO AND GND CTL ADVISED ME TO SWITCH TO TWR FREQ; WHICH I DID. TWR FREQ TOLD ME THEY HAVE A BONANZA ON A 5 MI FINAL AND THAT I WOULD NEED TO MOVE TO RWY 19R AND HOLD. I RESPONDED THAT I COPIED THE INSTRUCTIONS AND RELOCATED TO RWY 19R. AFTER OUR HOLD WE WERE CLRED FOR RWY 19R. I REQUESTED FROM TWR CTL TO NOT STAY WITHIN THE PATTERN BUT DETOUR S AND AWAY FROM THE ARPT ABOUT 3-5 MI TO HELP RELIEVE ANY CONGESTION. TWR DENIED THAT REQUEST AND SAID THAT I CANNOT DETER FROM MY CLRNC AND THAT I WOULD HAVE TO REMAIN IN THE PATTERN. I RESPONDED THAT I WOULD OBLIGE THE MANDATE AND THAT I WOULD STAY IN THE PATTERN. ALMOST IMMEDIATELY AFTER TKOF; WHILE I WAS ON L XWIND THE TWR CHANGED MY APCH TO RWY 32; AND THEN STATED 'WIND IS CALM.' I ACKNOWLEDGED THE REQUEST AND BEGAN A TURN BACK TO MY R TO SET UP A DOWNWIND APCH TO RWY 32. WHILE ON DOWNWIND; AGAIN THE TWR ANNOUNCED 'AIRCRAFT X; CONFIRM THAT YOU ARE LNDG 32R.' I ACKNOWLEDGED AND CONFIRMED. A FEW MOMENTS LATER HE ASKED ME TO INITIATE AND EXECUTE MY APCH TO RWY 32R EVEN THOUGH I HAD NOT TURNED TO A BASE OR FINAL APCH POS. I OBLIGED AND MADE A STEEP DECLINE DOWN AND TO THE L TO MAKE THE RWY. BECAUSE OF MY INCREASED DSCNT; MY SPD WAS ALSO INCREASED AND I LANDED APPROX HALFWAY DOWN RWY 32. I RETRACTED FLAPS AND ATTEMPTED TO STOP THE ACFT AS THE CTLR YELLED 'FULL STOP!' I WAS TRAVELING TOO QUICKLY ON THE GND TO COME TO A FULL STOP BEFORE APCHING THE END OF THE RWY SO IN THE SPIRIT OF SAFETY I INITIATED A GAR AND INFORMED THE TWR THAT I HAD TOO MUCH SPD TO INITIATE A FULL STOP. AT THAT POINT; THE CTLR INFORMED ANOTHER PLT TO PERFORM A GAR ON RWY 19R. I ANNOUNCED TO THE TWR THAT I WAS DONE AND WANTED TO LAND. THE CTLR INSTRUCTED ME TO LAND ON RWY 1 (THE OPPOSITE DIRECTION OF INCOMING IFR TFC). I ACKNOWLEDGED AND EXECUTED MY TURNS TO SET UP FOR LNDG ON RWY 1. AFTER LNDG I WAS INSTRUCTED TO CROSS RWY 19L AND HOLD BTWN TXWYS A AND B. I OBLIGED AND THE CTLR PROVIDED ME WITH A PHONE NUMBER AND TOLD ME TO CALL THE TWR WHEN IT WAS POSSIBLE FOR ME TO DO SO. I ACKNOWLEDGED THE REQUEST AND CALLED THE TWR AT TIE-DOWN. HE TOLD ME THAT HE WAS GOING TO NEED TO FILE A RPT FOR LOSS OF SEPARATION AND ASKED FOR MY NAME; CONTACT INFO; AND PLT CERTIFICATE NUMBER. HE ASKED ME TO HOLD AND THEN APPARENTLY WENT BACK TO ASK SOMEONE ADDITIONAL QUESTIONS. HE RETURNED AND TOLD ME THAT HE DID NOT NEED ANYTHING ELSE. I MENTIONED THAT I WAS CONCERNED AND THIS WAS UNNERVING BECAUSE I HAD NEVER BEEN ASKED TO CALL THE TWR. HE TOLD ME THAT HE HAD TO DO THAT DUE TO THE LOSS OF SEPARATION AND THAT SOMEONE FROM THE FAA WOULD FOLLOW UP.

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.