PLT OF CPR ACFT C414 ON APCH IS ASKED TO KEEP UP SPD. IN THE PROCESS HE OVERSHOT THE FINAL APCH COURSE. HE THEN REQUESTS A GAR TO LAND BEHIND THE B737 WHO WAS BEHIND HIM. SECOND LNDG IS FINE.

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I WAS EXERCISING OUR COMPANY C414 ABOUT 20 NM SW OF BOISE; ID. AS I TURNED INBOUND TO BOISE; APCH TOLD ME TO MAINTAIN BEST FORWARD SPD FOR THE ONLY LNDG RWY; 10L; BECAUSE I WOULD PROCEED A B737. I STAYED IN THE CLEAN CONFIGN AND KEPT SPD UP; BY REFERRING TO GPS; I OBSERVED MY GND SPD TO BE 200 KTS FROM 15 MI; 10 MI; AND 5 MI OUT FROM BOISE. THIS WOULD BE GOOD FOR ATC; I THOUGHT. AT ABOUT 5 MI I SWITCHED TO TWR; AND WAS CLRED TO LAND RWY 10L; BUT REMINDED TO KEEP THE SPD UP. I BELIEVE THAT MY CONFIGURING THE ACFT WAS HINDERED BY INCREASING RAIN AND MODERATE TURB; ALSO VISIBILITY ABOUT 6 MI. THE NEXT CALL THAT I RECEIVED FROM TWR WAS AN INSTRUCTION TO PROCEED DIRECT TO THE NUMBERS FOR RWY 10L. AT A DISTANCE OF ABOUT 2 NM; I HAD SOMEHOW OVERSHOT FINAL. I HOPED THIS WOULD NOT BE A HUGE INCONVENIENCE TO ATC OR BE CONSIDERED A VIOLATION OF FAR 91.123 (COMPLIANCE WITH ATC INSTRUCTIONS). KNOWING THAT MY PERFORMANCE OF THIS APCH WAS LESS THAN SATISFACTORY; I ADVISED TWR THAT I WOULD LIKE TO OVERFLY RWY 10L TO GIVE B737 MORE ROOM; AND ENTER L TFC FOR RWY 10L IN ORDER TO LAND THE SECOND TIME AROUND. THIS CLRNC WAS GRANTED. IT TURNED OUT THAT B737 DIDN'T TOUCHDOWN UNTIL I WAS MID-FIELD DOWNWIND (PLENTY OF ROOM). I THINK THAT BY MAINTAINING SUCH A HIGH SPD UNTIL ABOUT 2 MI; I GOT BEHIND IN MY LNDG CHKLIST; AND MISSED THE STRAIGHT IN TURN. I CAN ONLY HOPE THAT ATC WAS PLEASED WITH MY ADJUSTMENT AND REQUEST AFTER THIS ERROR. AS I OFTEN TAUGHT MY STUDENTS; FURTHER COORD; PLANNING AND DIVISION OF ATTN WILL PREVENT THIS FROM HAPPENING IN THE FUTURE.