Tower local controller instructs C210 pilot to follow traffic, calling base and final. Pilot perceiv...

Attributes
ACN	407915
Time
Date	199807
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sdl
State Reference	AZ
Altitude	agl bound lower : 1000 agl bound upper : 1000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : sdl
Operator	general aviation : personal
Make Model Name	Cessna 210 Centurion / Turbo Centurion 210C, 210D
Operating Under FAR Part	Part 91
Flight Phase	cruise other descent : approach landing : go around
Route In Use	arrival other
Flight Plan	VFR
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : private
Experience	flight time last 90 days : 45 flight time total : 1200 flight time type : 710
ASRS Report	407915
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : declared emergency other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	other

Narrative:

I was returning the aircraft to sdl (home base) from phoenix sky harbor. As I passed the landing zone, the controller reported one aircraft on final and one aircraft on 'base' and you'll be following the one on base. I reported that I only 'have the one on final.' at this point a business jet reported in on a 4 1/2 mi right base. Tower told me to 'square my turn to the runway.' I knew this would be a 'crowded' affair, so I had slowed to 80-85 KTS. The 2 aircraft 'in front' of me were training with student pilots flying very slowly. As I turned onto final, I noticed the 2ND training airplane on a 1/2 mi final. I was only 3/4 mi behind that aircraft. The jet then called ready to turn a 4 1/2 mi final. I knew this was an impossible situation, so I leveled off and started a 'go around.' I announced this to ATC 'this will not work, I'm going around.' I was told to enter 'right traffic' for runway 21. As I passed the approach end of runway 21 ATC (same voice) told me to 'square my turn to final.' as I began the right base, another voice told me to 'make a left 270 degrees.' I protested, 'ok, guys, please get it together down there.' the 'new voice' responded 'look, just make the 270 degrees' which I did. He then cleared me to land. As I turned final, ATC told me to 'go around and fly to the departure end of runway 21.' I noticed my oil temperature almost at 'red line.' I turned to downwind. The oil temperature was now at 'red line.' I declared an emergency. I told ATC to 'clear the runway' and the nature of the emergency. The landing was uneventful. On ground frequency 'discussion ensued' between me and the very belligerent controller who was not a pilot and did not understand the problems of multiple 'gars' in a high performance piston engine coupled with high ambient temperatures. Ultimately, however, the safety of the flight is my responsibility and I'll never allow an inept, belligerent ATC controller to take charge of that.

Original NASA ASRS Text

Title: TWR LCL CTLR INSTRUCTS C210 PLT TO FOLLOW TFC, CALLING BASE AND FINAL. PLT PERCEIVES TFC ON RWY WILL NOT CLR IN TIME AND EXECUTES GAR. PLT AND CTLRS EXCHANGE COMMENTS ON FREQ WHEN PLT DIRECTED TO TURN DOWNWIND, BASE AND FINAL AT CTLR'S CALL. ACFT OIL OVERHEAT OCCURS AND PLT DECLARES EMER. PLT INCENSED BY PERCEIVED CTLR INTRUSION OF 'IN- COCKPIT' TFC SEQUENCING.

Narrative: I WAS RETURNING THE ACFT TO SDL (HOME BASE) FROM PHOENIX SKY HARBOR. AS I PASSED THE LNDG ZONE, THE CTLR RPTED ONE ACFT ON FINAL AND ONE ACFT ON 'BASE' AND YOU'LL BE FOLLOWING THE ONE ON BASE. I RPTED THAT I ONLY 'HAVE THE ONE ON FINAL.' AT THIS POINT A BUSINESS JET RPTED IN ON A 4 1/2 MI R BASE. TWR TOLD ME TO 'SQUARE MY TURN TO THE RWY.' I KNEW THIS WOULD BE A 'CROWDED' AFFAIR, SO I HAD SLOWED TO 80-85 KTS. THE 2 ACFT 'IN FRONT' OF ME WERE TRAINING WITH STUDENT PLTS FLYING VERY SLOWLY. AS I TURNED ONTO FINAL, I NOTICED THE 2ND TRAINING AIRPLANE ON A 1/2 MI FINAL. I WAS ONLY 3/4 MI BEHIND THAT ACFT. THE JET THEN CALLED READY TO TURN A 4 1/2 MI FINAL. I KNEW THIS WAS AN IMPOSSIBLE SIT, SO I LEVELED OFF AND STARTED A 'GAR.' I ANNOUNCED THIS TO ATC 'THIS WILL NOT WORK, I'M GOING AROUND.' I WAS TOLD TO ENTER 'R TFC' FOR RWY 21. AS I PASSED THE APCH END OF RWY 21 ATC (SAME VOICE) TOLD ME TO 'SQUARE MY TURN TO FINAL.' AS I BEGAN THE R BASE, ANOTHER VOICE TOLD ME TO 'MAKE A L 270 DEGS.' I PROTESTED, 'OK, GUYS, PLEASE GET IT TOGETHER DOWN THERE.' THE 'NEW VOICE' RESPONDED 'LOOK, JUST MAKE THE 270 DEGS' WHICH I DID. HE THEN CLRED ME TO LAND. AS I TURNED FINAL, ATC TOLD ME TO 'GAR AND FLY TO THE DEP END OF RWY 21.' I NOTICED MY OIL TEMP ALMOST AT 'RED LINE.' I TURNED TO DOWNWIND. THE OIL TEMP WAS NOW AT 'RED LINE.' I DECLARED AN EMER. I TOLD ATC TO 'CLR THE RWY' AND THE NATURE OF THE EMER. THE LNDG WAS UNEVENTFUL. ON GND FREQ 'DISCUSSION ENSUED' BTWN ME AND THE VERY BELLIGERENT CTLR WHO WAS NOT A PLT AND DID NOT UNDERSTAND THE PROBS OF MULTIPLE 'GARS' IN A HIGH PERFORMANCE PISTON ENG COUPLED WITH HIGH AMBIENT TEMPS. ULTIMATELY, HOWEVER, THE SAFETY OF THE FLT IS MY RESPONSIBILITY AND I'LL NEVER ALLOW AN INEPT, BELLIGERENT ATC CTLR TO TAKE CHARGE OF THAT.

Data retrieved from NASA's ASRS site as of July 2007 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.