A R DOWNWIND IS FLOWN AFTER A L IS ASSIGNED CAUSING A TFC CONFLICT AND A NEED FOR A NEW PLAN FROM THE TWR CTLR.

Narrative

I WAS APCHING THE ASH ARPT FROM THE N; RECEIVING ADVISORIES AND CLASS C SVC FROM MHT. I WAS KEPT HIGHER THAN USUAL (4500 FT VERSUS 2500 FT TYPICALLY) PROBABLY DUE TO THE USE OF A NEW ILS APCH TO MHT RWY 6. MHT APCH INSTRUCTED ME TO DSND (FROM 4500 FT TO THE 1200 FT ASH PATTERN ALT) APPROX 7 MI N OF ASH AND CONTACT ASH TWR. I STARTED A DSCNT AND ATTEMPTED TO CONTACT NASHUA TWR ON 133.2 MHZ BUT WAS UNABLE DUE TO FREQ CONGESTION. I CIRCLED FOR DSCNT OUTSIDE OF NASHUA'S CLASS D AIRSPACE 5 MI TO THE N. I STARTED INBOUND TO THE FIELD AFTER ESTABLISHING COMS WITH ASH TWR AND NOTIFYING THEM OF MY POS 5 MI TO THE N ON A '45 DEG ENTRY TO R DOWNWIND RWY 32.' THE TWR LATER ASKED MY DISTANCE FROM THE FIELD; TO WHICH I RESPONDED '2.5 MI N.' THEY ASSIGNED ME TO 'ENTER L DOWNWIND FOR RWY 32 AND RPT MIDFIELD.' I ACCEPTED THIS CLRNC BUT QUICKLY REALIZED THIS WOULD CAUSE ME TO CROSS THE DEP END OF RWY 32; ABOUT 1 MI OFF THE DEP END; WHERE I COULD SEE ONE ACFT APCHING THE 1200 FT PATTERN ALT AND HAD KNOWLEDGE OF ANOTHER ACFT DEPARTING. I ATTEMPTED TO RAISE THE TWR TO REQUEST A R DOWNWIND BUT WAS UNABLE DUE TO FREQ CONGESTION. I CONTINUED TOWARD THE ARPT WHILE ATTEMPTING TO RAISE THE TWR. I WAS ABLE TO TALK TO THE TWR UPON REACHING 'MIDFIELD OF THE R DOWNWIND.' MY APPEARING ON THE R DOWNWIND UPSET THE TWR'S SEQUENCING PLAN OF A TWIN ON THE R DOWNWIND AND SINGLE ENG ACFT ON THE L DOWNWIND. THIS FORCED A TWIN TO FLY A WIDE PATTERN AS IT CAUGHT UP TO ME. I CHOSE TO CONTINUE TO THE R DOWNWIND WHILE ATTEMPTING TO COMMUNICATE WITH THE TWR AFTER ASSESSING THE FOLLOWING OPTIONS: 1) CROSS THE EXTENDED CTRLINE TO GET TO THE L DOWNWIND THUS CREATING A CONFLICT WITH DEPARTING ACFT AT THE SAME ALT THAT I WOULD BE XING. 2) CIRCLE 2 MI N OF THE ARPT AT PATTERN ALT WHILE ATTEMPTING TO COMMUNICATE (WHILE THIS IS PROBABLY THE BEST OPTION FROM A REG POINT OF VIEW; I ASSESSED THIS AS NOT VERY SAFE KNOWING THERE WERE ARRIVING ACFT BEHIND ME). 3) CLBING CIRCLE TO THE N TO DEPART THE AREA. CLBING IN THIS AREA WOULD PUT ME BACK INTO THE CLASS C AIRSPACE OF MHT BEFORE BEING ABLE TO ESTABLISH COM WITH MHT APCH. 4) CONTINUING TOWARD THE R SIDE OF THE RWY; WHERE THERE WAS NO OTHER TFC IN FRONT OF ME WHILE SORTING THINGS OUT WITH THE TWR. CONTRIBUTING FACTORS: HIGHER THAN NORMAL APCH SPD DUE TO STEEP DSCNT ANGLE FROM APCH CTL. BEING ASSIGNED AN UNEXPECTED L DOWNWIND ENTRY THAT WOULD REQUIRE ME TO CROSS THE EXTENDED CTRLINE WITH TFC DEPARTING ALONG CTRLINE AT SAME ALT. ACCEPTING THE L DOWNWIND ENTRY BEFORE REALIZING THAT THIS WOULD CREATE A TFC CONFLICT. CONTINUING TOWARD THE R DOWNWIND WHILE ATTEMPTING TO COMMUNICATE WITH THE TWR. SIGNIFICANT CONGESTION ON THE TWR FREQ DELAYING RE-COM.