GA pilot reported after landing they were given instructions to cross the same runway that had another aircraft on short final approach. Reporter maneuvered aircraft on the taxiway to avoid the landing aircraft.

Narrative

I approached the unfamiliar airfield; commonly known as ZZZ. It is not listed in the FAA database and no airport information is available and the sod conditions of the field were unknown to me. The overlying ZZZ1 ARTCC shelf began at 1500 and I was approaching for a straight in to the ZZZ runway identified as XX. I communicated on the advertised frequency of 1XX.Y with my intentions to approach runway XX and spoke with a non-controlling 'Air Boss' that advised me I was number one to land for my straight in. I advised them I was not familiar with the field and had never landed there. I gave position reports at 10; 5 and 2 miles on the advisory frequency while looking for the airfield and trying to remain outside of the ZZZ1 airspace to the East that extended to the surface. At about 1-2 miles; I was still looking for the airport operating at my aircraft maneuvering speed of 124 knots. At this time the field came into site and I was assessing the conditions with aircraft and people on the ground; when the start of the landing surface came into question for me. I advised the 'Airboss' of how I was unfamiliar with the field and would be executing a go around with a missed approach to renter the left downwind to land back on [runway] XX. I maintained the same airspeed and stopped my descent at approximately 100-200 ft. and continued to assess the landing environment for suitability. At about midfield; I executed a climbing left hand turn to enter the downwind without a change in the Va power setting and traded airspeed for altitude as I climbed into the downwind while accounting my intentions on 1XX.Y. The Air Boss acknowledged my maneuver and gave me further clearance to land. I queried over the radio if the 'runway began after the road?' Which the acknowledged with the affirmative; and I further asked them to clarify the landing distance of 1700 ft. from that point. By this time I was below 100 knots; which is the normal airspeed for flap extension of 15 degrees. At about 85 knots; I extended to final landing flaps and approached at 80 knots. On final; I slowed to about 75 knots and touched down on the runway; using up about 1200 ft. or more of the 1700 ft. I made a left turn to taxi back; when I saw another aircraft on final. I queried the airboss about his instructions to cross the runway and advised I did not have time. When I became aware the landing aircraft was obviously going to land even though my position was clear; I advised on the radio I was not crossing the runway; and I would be maneuvering to the far eastern part of the strip. My right wing was practically in the bushes as I attempted to avoid the landing aircraft. After he passed; I taxied to the parking area previously directed to by the Air Boss. Upon parking; I was not even out of the aircraft when a man approached me flashing a badge and saying he was with the FAA and wanted to see my medical and license. I assumed he was conducting a ramp check and provided the requested documents. He then questioned me on what I thought the reason was for talking to me. I was not completely aware and started to assume it was because of the traffic that landed while I was on the runway. He stated that I violated the Part 91 Minimum safe altitude of 500 ft. I tried to explain to him exactly what I stated above; but he did not agree with my 'opinion' on my assessment on how I safely operate my aircraft and claimed I should have been at full flaps; since I had them. I spoke with him again later and said I can understand his point; but I approached the unfamiliar field at a safe airspeed and configuration as I was not familiar and there were several other aircraft in the area and Va of 124 knots is where I felt comfortable until I properly assessed the field conditions. He did not agree with my assessment and seemed to think I was flying in a reckless manner and I should have been at 500 ft. if I wanted to assess the field conditions and if I was assessing the field conditions I should have been at full flaps and landing airspeed. I advised him my aircraft was at a maneuvering speed and was capable of speeds up to 200 knots. No excessive bank or pitch was used for the climb out to enter the downwind and the aircraft has at a power setting well below cruise. This was not a high speed pass. I spoke with the man later and said I can understand his perspective; but I was not familiar with the field and was merely trying to assess conditions to execute a safe landing. I advised him I am very safety conscious and provide instruction on safety topics as a Safety Team Member for over 8 years and I would be happy to provide a block of instruction on his perspective of assessing the runway environment. But; I did not agree with him that operating my aircraft at 5-10knots over the stall speed in a landing configuration was a safe way to operate my aircraft given the current airfield environment. There was a fly in with multiple aircraft in the pattern and multiple personnel and aircraft on the ground and I wasn't even clear where the runway environment started; which is why I executed the go around and queried the Air Boss. I am aware of the Part 91.119 altitudes; but was intending to land at the airfield. Having to do this again; I would have executed my climb as soon as I realized I was not in a safe position to land and climbed a minimum of 300-400 feet to obtain clearance and then assess the landing environment.