LIGHT TIME PART 91 C182 DISORIENTED OVERSHOT PARALLEL RWY AND DIRECTED TO MISS THE APCH AT BFI.

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BFI CLASS D SITS UNDER SEA CLASS B AIRSPACE. 'VASHON' ARR PROCS (FROM W) REQUIRE REMAINING BELOW 2000 FT; DSNDING TO +/-800-1000 FT MSL WHEN ARRIVING AT A RESERVOIR LANDMARK. THE LANDMARK IS AT A RIDGE. XING THE RIDGE; THE ARPT BECOMES VISIBLE AND TFC JOINS DOWNWIND FOR RWY 13R/31L AT 800 FT. ACTIVE RWY WAS RWY 13. XING THE RIDGE AND TURNING; I'VE ALWAYS HAD TROUBLE STABILIZING AT PATTERN ALT. ON THIS DAY; I WAS FLYING A COMPLEX/HIGH PERFORMANCE THAT I HAD RECENTLY BEEN ENDORSED FOR. I HAD MY HANDS FULL ON DOWNWIND AND MENTALLY TUNED OUT A RADIO CALL. I THINK THE CTLR WAS GOING TO CHANGE ME TO RWY 13L BUT CHANGED HIS MIND. I EXTENDED MY DOWNWIND SLIGHTLY TO STABILIZE AND CALLED FOR CLARIFICATION: RWY 13R. ALTHOUGH THIS APPLIES MORE TO RWY 31L; I'VE BEEN TOLD FORCEFULLY TO KEEP DOWNWIND INSIDE A RIVER LANDMARK DUE TO CLASS B STRUCTURE. THIS RESULTS IN CROWDING THE RWY ON DOWNWIND. ON MY EXTENDED DOWNWIND; I LOST ORIENTATION WITH THE RWY. I BELIEVE I WAS TOO CLOSE AND THOUGHT OF REQUESTING A L 270 DEG TO JOIN BASE; BUT WITH FREQ CONGESTION; I DIDN'T WANT TO SPEAK UP. THE C182 HAS A WIDER TURNING RADIUS THAN THE C172. I WOUND UP ALIGNED WITH RWY 13L AND WAS INSTRUCTED TO GO AROUND. ON REALIGNING WITH RWY 13R; I WAS OFFERED TO CONTINUE THE APCH; BUT I ELECTED TO DO A FULL PATTERN TO CATCH MY BREATH. ISSUES: GEOGRAPHY (RIDGE); AIRSPACE STRUCTURE; FREQ CONGESTION; PLT: LOW TIME IN HIGHER PERFORMANCE/COMPLEX. SOLUTION: WIDER DOWNWIND OR AVOID VASHON ARR IN C182.