A BE33 PLT LANDS OPPOSITE DIRECTION TO TFC ON RWY 23 AT FDK; MD. PLT CITES AN UNRESPONSIVE ENG DURING GAR ATTEMPT AND LANDS STRAIGHT IN WITH A C152 ON THE ACTIVE RWY 5.

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IFR FLT PLAN FROM HPN TO FDK; TO ATTEND CONVENTION. FLY- IN PROC INDICATED THAT DURING VMC WX; IFR ARRS EXPECT VFR SEQUENCING. BWI APCH VECTORED ME TO ILS RWY 23 (AFTER NUMBE INTXN). WHEN ESTABLISHED ON ILS RWY 23; BWI APCH ASKED ME TO CONTACT FDK TWR ON 119.95. (FDK IS A NON TWRED ARPT; HOWEVER; FOR THIS OCCASION; THE FDK WAS A 1 DAY TWRED ARPT. THE NUMBER OF ACFT EXPECTED THAT MORNING WAS ESTIMATED TO BE 400-600 AIRPLANES.) LISTENING TO THE COM; VFR ARRIVING AIRPLANES WERE LNDG ON BOTH RWYS 5 AND 12. DUE TO THE LARGE NUMBER OF AIRPLANES IN THE AREA; I CHOSE TO STAY ON THE ILS UNTIL I GOT TWR RESPONSE; AND WHICH RWY TO LAND. BY THE TIME THE TWR RESPONDED; I WAS ABOUT 400-500 FT AGL. THE TWR INSTRUCTIONS WERE TO GO AROUND FOR RWY 5. I IMMEDIATELY APPLIED FULL THROTTLE FOR THE GAR PROC. HOWEVER; THE ENG DID NOT RESPOND AND STAYED IN IDLE. I DECLARED EMER TO THE TWR WITH INTENTION TO LAND ON RWY 23. AT THIS TIME THERE WAS A C152 ALREADY LANDED ON RWY 5 AND STOPPED MID RWY; WHICH WAS EXPEDITED BY THE TWR TO CLR THE RWY (TO THE GRASS AREA). I MANAGED TO LAND AND STOP BEFORE TXWY B; WHICH IS LOCATED 1/2 WAY THE RWY LENGTH. I CONTINUED TO TAXI ON THE RWY TO TXWY B; EXITED ON TXWY B; CLRED THE ACTIVE RWY AND STOPPED (CONTINUED COM/MONITOR TWR UNTIL STOPPED). CONTRIBUTING FACTORS: FDK TWR WAS VERY LATE TO RESPOND AND TO GIVE INSTRUCTION TO CIRCLE TO LAND AND TO SPECIFY THE RWY (VERY BUSY AMOUNT OF TFC). ENG DID NOT RESPOND FOR GAR. WHAT CAN BE DONE TO PREVENT A RECURRENCE: BETTER COM BTWN APCH AND TWR. IN SUCH EVENTS; APCH MAY BRIEF THE PIC WITH ACTIVE RWYS AND TFC PATTERN IN USE.