C152 PLT BECAME SO DISTR BY ANOTHER ACFT REQUESTING A THROUGH CLRNC THAT HE LANDED WITHOUT CLRNC.

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ON THE RETURN LEG OF A SOLO NIGHT XCOUNTRY FLT; I WAS RECEIVING VFR ADVISORIES FROM APCH. THE FIELD CAME INTO SIGHT 10 MI OUT; AND I CANCELED VFR ADVISORIES AND LISTENED TO THE ATIS INFO. 7 MI ENE OF THE FIELD; I CONTACTED TWR AND WAS INSTRUCTED TO ENTER A R DOWNWIND FOR RWY 27. CONTINUING TO THE FIELD; I HEARD NO OTHER TFC ON THE RADIO AND WOULD NOT SEE ANY OTHER PLANES IN THE TFC PATTERN. 4 MI OUT; I REQUESTED A STRAIGHT IN APCH TO RWY 27; AND WAS INSTRUCTED TO RPT A 3 MI FINAL FOR RWY 27. I TURNED TO THE L; INTERCEPTED THE RWY CTRLINE; AND RPTED 3 MI OUT. BEFORE TWR COULD RESPOND; ANOTHER PLANE CUT IN ON THE RADIO TO REQUEST A TRANSITION OF THE CLASS D AIRSPACE. THIS LED TO A LONG EXCHANGE BTWN TWR AND THE OTHER PLANE; AS THE CTLR HAD TO ASK THE PLT TO REPEAT OR CLARIFY HIS RESPONSES SEVERAL TIMES. DURING THE EXCHANGE; TWR ADVISED THE OTHER PLT THAT THE ONLY TFC WAS ME; ON '2 MI FINAL FOR RWY 27.' I COMPLETED MY APCH; LANDED WITHOUT INCIDENT AND EXITED THE RWY. THE CTLR THEN INFORMED ME THAT I HAD LANDED WITHOUT A CLRNC. THERE WERE SEVERAL FACTORS THAT CONTRIBUTED TO THIS ERROR. FIRST WAS INCREASED WORKLOAD DURING THE FINAL PART OF THE APCH DUE TO ELEVATED TERRAIN; NIGHT CONDITIONS; LACK OF FAMILIARITY WITH THE APCH (THE COMMONLY USED RWY WAS CLOSED FOR CONSTRUCTION); GUSTY WIND CONDITIONS AND LACK OF VERT GUIDANCE ON THE APCH. SECOND; MY LIMITED NIGHT FLT EXPERIENCE WAS A FACTOR. THIRD; THE INTERRUPTION OF THE OTHER PLT; AND THE RESULTING CONFUSION AT THE POINT WHERE THE TWR WOULD NORMALLY GIVE A LNDG CLRNC WAS A FACTOR.