The Kilo 5 Challange

There’s also the matter of putting a real flying story in my flying blog, and this weeks entry is yet another typical bravo airspace occurrence: The no-way-in-hell-is-this-standard landing clearance. Ive attached a picture with some reference points to help you understand the situation
I was coming back from my last sortie on a busy Sunday afternoon, and I was in a bit of a hurry because I had another commitment after my flight. As soon as I was over the north end of the west runway, I asked for a right base approach to runway 17. At this point I was about 2000 feet above the ground, but I had plenty of room, roughly 2 miles, to lose all the altitude (Pt. #1). Of course my request was denied due to a string of fast movers inbound for the same runway, but my rapport with ATC in Salt Lake meant that they detected the tone of hurriedness in my voice. So they advised me that “We’ll see what we can do for you Griffin 14″. Less than a minute later I found my self over the numbers of runway 17, still 2000ft off the deck (Pt. #2). As I was getting ready to hold, the familiar voice of one of my favorite salt lake tower controllers cracked across the radio
Tower: “Griffin 14, were going to try to get you in here. Fly a left 270 approach, following a Delta 737 on a 4 mile final, caution wake turbulence from the company, cleared to land runway 17. Can you do it 14?”
Me: “Salt Lake Tower, Griffin 14 cleared to land 17, company in sight, and yes sir we’ll make it happen. Also I would like to request a long landing touching down at exit kilo 5″
Tower: “Griffin 14 approved as requested, but I need you to keep your speed up as long as you can, there is a CRJ coming in behind you.”
Me: “Roger that tower Griffin 14 will bring her in hot”
So I pull the throttle all the way to the back stop and roll the airplane into a steep left turn and bring her in behind the 737. As soon as I rolled level I brought some of the power back in and pointed the airplane at the runway. It was smooth sailing for the time being. The 737 was clear before I crossed the numbers and I was gently slowing the airplane in a very airliner style approach. As I gently descended I left the flaps up to keep my speed up. I wouldn’t need them at this point to make my landing as planned. I was going to touchdown at Kilo 5 (Pt. #3) and roll out to Kilo 4 (Pt. #4) .Then, as with any time that you think everything is going swimmingly in class b, tower had a new request for me.
Tower: “Griffin 14 we need you clear at kilo 5, repeat OFF the runway at kilo 5″
Me: “Griffin 14 roger will advise if unable”
I would have to be stopped off the runway at the point were I had been planning to touch down. My smooth easy approach had just become a short field landing. So I pulled what was left of the power out, and put the airplane into a slip, maintaining a very shallow descent, then a slip to the other direction to get back on center-line. As I pulled in the flaps all at once, I strained against the yoke fighting to keep the airplane from ballooning back up into the air. I won the fight, and as the airplane finally slowed to an acceptable touchdown speed, I set her down firmly onto the runway. I dropped out the flaps, applied maximum safe braking and pulled back mightily on the yoke, in an attempt to bring the bird to a halt. At last I smoothly turned onto kilo five (Pt. #3), and wiped my forehead in relief.
Tower: “Griffin 14, nice landing, thanks for the help. Contact ground on 121.9″
Me: “Tower, Griffin 14. Glad I could help, Adios!”
As I reached for the radio stack to change frequencies, I heard Tower and the  CRJ behind me call in.
Tower: “Skywest 1234, exit when able, back taxi runway 32, stay on my frequency”
Skywest CRJ: “Tower well report clear, back taxi 32 with you, and thanks for the help Griffin aircraft, you saved us a go around”
In the universal sign of roger/your welcome I clicked my mike twice before I switch over to ground. I put the bird to bed, and made it back right on time.
The moral of the story is to be ready for anything when you’re in controlled airspace. There’s also another word every pilot should be willing and able to use; that word is “Unable”. For me this very nonstandard approach was within my personal limits, but that doesn’t mean that everyone can or should try to perform a landing like this. Good pilots should always set personal limits that accurately reflect your level experience and ability, and when something exceeds those limits, don’t be afraid to say “Unable”.
Here’s the diagram. The red line is where I ended up having to go, the blue line is where I planned on going.