Narrative:

The arrival airport does not have an ASOS; however the metar for a nearby airport showed light winds. The arrival airport has two crossing runways. 13/31 is 4165 ft long and 6/24 is 2;998 ft long. As we approached from the north I selected runway 6 for an easy entry on left downwind. On downwind I set the first flap position. I realized I was high and fast after turning final. I pulled power to idle; but my speed was too high to put in full flaps. I considered a slip; but cirrus does not recommend this maneuver. E-taws called out a sink rate warning. I had heard this before and landed without incident so I continued. I touched down about 1/3 down the runway. The plane bounced once medium-hard and lightly a second time. When I realized I would not have sufficient runway to stop I initiated a successful go-around. On the second attempt I was still too high; but did not attempt a landing. A friendly voice on the CTAF suggested runway 13. At that point I noticed the windsock was indicating brisk winds (est. 8 knots) roughly aligned with 13. I switched to 13 and made a nice landing. Errors on this flight: without local wind data I should have over flown the field to observe the sock. This was especially true since this was only my second time to land at this field and thus I was not familiar with the local weather. I neglected to consider runway length in my selection. With calm winds there was no reason not to select the 1000 ft longer runway. While I have landed on 3000 ft runways; most of the fields I fly out of are 4000 ' 5000 ft. In this type I had only landed on a runway shorter than 4;000 ft once before (3;200). While this 3;000 ft runway is within poh range it required nothing less than a well-stabilized approach. I ignored the sink rate warning. While I had landed with a sink rate warning before it was on a 6;000 ft runway and the approach was well stabilized with proper airspeed. This was the 3rd warning I ignored. Other observations: this was the first time I ever had to do a go-around 'for real.' I had a passenger that was flying with me for the first time. I've read how one can feel pressured by such a situation but did not think it would happen to me. In this case my desire to complete the flight did sub-consciously influence my decision-making. I was surprised. The flight was relatively high workload. It was a short 20 minute flight in class B between two airports I had not flown to before. The weather was hot. The earlier flights that day had gone off perfectly and I was lulled into a sense of security. I should have recognized I was combining a lot of new things into one day.

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Original NASA ASRS Text

Title: An inexperienced private pilot aboard a comparatively high performance SR22 made two attempts to make a successful approach and landing on a short runway. A third attempt to a longer runway more aligned with the wind proved successful.

Narrative: The arrival airport does not have an ASOS; however the METAR for a nearby airport showed light winds. The arrival airport has two crossing runways. 13/31 is 4165 FT long and 6/24 is 2;998 FT long. As we approached from the north I selected Runway 6 for an easy entry on left downwind. On downwind I set the first flap position. I realized I was high and fast after turning final. I pulled power to idle; but my speed was too high to put in full flaps. I considered a slip; but Cirrus does not recommend this maneuver. E-TAWS called out a sink rate warning. I had heard this before and landed without incident so I continued. I touched down about 1/3 down the runway. The plane bounced once medium-hard and lightly a second time. When I realized I would not have sufficient runway to stop I initiated a successful go-around. On the second attempt I was still too high; but did not attempt a landing. A friendly voice on the CTAF suggested Runway 13. At that point I noticed the windsock was indicating brisk winds (est. 8 knots) roughly aligned with 13. I switched to 13 and made a nice landing. Errors on this flight: Without local wind data I should have over flown the field to observe the sock. This was especially true since this was only my second time to land at this field and thus I was not familiar with the local weather. I neglected to consider runway length in my selection. With calm winds there was no reason not to select the 1000 FT longer runway. While I have landed on 3000 FT runways; most of the fields I fly out of are 4000 ' 5000 FT. In this type I had only landed on a runway shorter than 4;000 FT once before (3;200). While this 3;000 FT runway is within POH range it required nothing less than a well-stabilized approach. I ignored the sink rate warning. While I had landed with a sink rate warning before it was on a 6;000 FT runway and the approach was well stabilized with proper airspeed. This was the 3rd warning I ignored. Other observations: This was the first time I ever had to do a go-around 'for real.' I had a passenger that was flying with me for the first time. I've read how one can feel pressured by such a situation but did not think it would happen to me. In this case my desire to complete the flight did sub-consciously influence my decision-making. I was surprised. The flight was relatively high workload. It was a short 20 minute flight in Class B between two airports I had not flown to before. The weather was hot. The earlier flights that day had gone off perfectly and I was lulled into a sense of security. I should have recognized I was combining a lot of new things into one day.

Data retrieved from NASA's ASRS site as of April 2012 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.