PLTS CIRCLE-TO-LAND; HIGH ON FINAL; GAR INITIATED; NORMAL LNDG ACCOMPLISHED.

Narrative

I WAS ON THE VOR/GPS 36 JAC ARPT. ON INITIAL CALL-UP; I PROVIDED TWR CTLR WITH ATIS AND HAD BEEN CLRED FOR AN APCH BY ZLC. WX CALLED FOR 2300 FT SCATTERED AND 5000 FT BROKEN; SO WE ELECTED FOR THE VOR/GPS 36 APCH; ARRIVING FROM THE S. JAC TWR ASKED US FOR PIREP ON WX. I FLY TO JACKSON REGULARLY; AND AM FAMILIAR WITH THIS APCH. WE MAKE TRIPS INTO JACKSON EVERY 2 WKS. AS THE APCH CONTINUED; WE WERE ADVISED OF CEILINGS LOWERING. WE BROKE OUT ABOVE MINIMUMS WITH APPROX 2 MI VISIBILITY. TO THE N OF THE ARPT WE COULD SEE THAT THE CEILINGS WERE MUCH LOWER; WITH SOME RAIN SHOWER ACTIVITY; BUT CLR VIEW OF ENTIRE ARPT. WE WERE THEN CLRED FOR A CIRCLE-TO-LAND ON THE OPPOSING RWY; RWY 8. WE CIRCLED TO LAND BUT PF (FO) FLEW A TIGHT PATTERN; CONCERNED WITH DETERIORATING VISIBILITY TO THE N OF THE ARPT. ON APCH TO RWY 18; WE WERE TOO HIGH AND ELECTED TO MAKE A GAR. WE THEN REQUESTED A LNDG ON RWY 36; WHICH TWR APPROVED. LNDG WAS UNEVENTFUL WITH WHAT APPEARED TO BE A DIRECT XWIND FROM THE W. THIS; WE UNDERSTOOD; WAS THE REASON FOR OVERSHOOTING THE FINAL ON THE CIRCLE-TO-LAND APCH. TWR SEEMED TO BE FRUSTRATED; BUT WERE ASKING US FOR PIREPS OF TEMPS ALOFT AND ICING CONDITIONS ENCOUNTERED DURING THE APCH. THIS INCREASED OUR WORKLOAD AND FRUSTRATION; WHEN TRYING TO MAKE AN APCH IN MARGINAL CONDITIONS. WE ASKED WHY WE WERE NOT GIVEN RWY 36 IN THE FIRST PLACE AND TWR ADVISED THAT DUE TO WINDS THEY HAD TO ISSUE CIRCLE-TO-LAND CLRNC; WHEREBY IT WAS SAFER AND PRACTICAL TO LAND STRAIGHT IN FROM THIS APCH. I ATTEMPTED TO CALL TWR IMMEDIATELY AFTERWARDS BY TELEPHONE. THE FBO ADVISED ME THAT THE JAC TWR DOES NOT WANT THEIR NUMBER GIVEN OUT. AFTER PERSISTING; I WAS GIVEN THE NUMBER AND SPOKE DIRECTLY TO THE TWR CTLR AND EXPRESSED OUR FRUSTRATION AND ADVISED HIM THAT INCREASED WORKLOAD AT CRITICAL PHASE OF FLT BY GIVING PIREPS WAS NOT DESIRABLE.