IFR BE58 LNDG ROA DESCRIBED CONFLICT AND GAR ALLEGEDLY A RESULT OF CTLR HANDLING AS WELL AS LACK OF ACFT PERFORMANCE KNOWLEDGE AND PROFESSIONALISM.

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ON AUG/XA/08; I WAS ON AN APCH TO ROANOKE; VA ARPT FROM THE W AT 7000 FT. THE WX WAS CLR WITH VISIBILITY UNLIMITED. ZDC TURNED THE ACFT; WHICH WAS ON AN IFR FLT PLAN; OVER TO ROANOKE APCH APPROX 7-9 MI FROM THE ARPT. TFC WAS LNDG ON RWY 15; WHICH REQUIRES A STEEP APCH FROM THE W DUE TO MOUNTAINOUS TERRAIN. A COMMERCIAL AIRLINER WAS CLRED TO LAND ON RWY 6; WHICH INTERSECTS WITH RWY 15. THERE WAS NO CONFLICT WITH THIS ACFT; HOWEVER; IT DID CONTRIBUTE; I BELIEVE; TO THE CTLR KEEPING US AT 7000 FT FOR LONGER THAN NORMAL DUE TO DISTR WITH WORKING THAT ACFT. I RPTED THE ARPT IN SIGHT SHORTLY AFTER BEING TURNED OVER TO ROANOKE APCH AND SLOWED UP AFTER BEING TOLD THAT WE WOULD BE LNDG ON RWY 15 AFTER THE AIRLINER LANDED ON RWY 6. WE WERE THEN CLRED TO DSND TO 5400 FT APPROX 4-5 MI FROM THE END OF RWY 15 AND GIVEN A VECTOR TO FLY. I DO NOT REMEMBER THE EXACT VECTOR BUT IT WAS APPROX 110 DEGS; WHICH WAS A SEMI R DOWNWIND FOR RWY 24. I ASKED THE CTLR ABOUT THE LNDG RWY AND HE CONFIRMED WE WERE STILL LNDG ON RWY 15. HOWEVER; WITHIN 2-3 MI OF THE ARPT WE WERE STILL ABOVE 6800 FT AND COULD NOT HAVE DSNDED INTO RWY 15. BEFORE REACHING 5400 FT WE WERE CLRED FOR THE VISUAL APCH. CONTINUING TO DSND AND HDG APPROX ENE WE WERE ADVISED OF ANOTHER ACFT THAT WAS DSNDING ON A HDG APPROXIMATING A L DOWNWIND FOR RWY 15. WE HAD SEEN THE OTHER ACFT (C310) AND RPTED IT IN SIGHT. WE PASSED WITHIN 1/4-1/2 MI AND 500 FT VERT OF THE SMT. I WAS THEN TOLD TO CONTACT TWR; AND TWR CLRED US TO LAND ON RWY 15. HOWEVER; AT THIS POINT WE WERE APPROX 1/2 TO 3/4 MI OFF THE END OF RWY 24 AND ABOVE 3000 FT. DSNDING; I TURNED INBOUND TO THE ARPT AND AT THIS POINT WAS LINED UP ON THE RWY 24 APCH. TWR CANCELED THE LNDG CLRNC; TOLD ME TO CLB TO 4000 FT AND CONTACT DEP. I DID. LATER; WE WERE VECTORED EXTENSIVELY BY THE RADAR CTLR BACK TO THE APCH TO RWY 15 AND LANDED. DURING THE VECTORING; THE RADAR CTLR WAS AGITATED AND REBUKED ME SHARPLY OVER THE COM FREQ AND ISSUED SEVERAL INCORRECT INSTRUCTIONS: FOR EXAMPLE; WHEN OTHER TFC WAS POINTED OUT TO US ON THE SECOND APCH; WE WERE TOLD TO FOLLOW THE TFC; EVEN THOUGH WE HAD RPTED 'NO CONTACT' DUE TO THE TFC BEING INVISIBLE IN THE SUN. WE ALSO WERE CLRED FOR THE APCH AND NOT TURNED OVER TO THE TWR. WE HAD TO NOTIFY THE CTLR WE WERE GOING TO THE TWR WHEN WE WERE ON A LESS THAN 1/4 MI FINAL. A NUMBER OF PROBS EXIST HERE IN THIS SITUATION: 1) APCHING FROM THE W AND BEING VECTORED TO LAND ON RWY 15 MAKES IT VERY HARD TO DSND AT ANY KIND OF NORMAL RATE. THE CTLRS DO NOT REALIZE THAT AN ACFT CANNOT GO FROM 7000 FT TO THE LNDG PATTERN IN JUST A FEW MI. THEY SHOULD BE MADE AWARE OF THE PERFORMANCE LIMITATIONS OF ACFT IN THE SITUATION. 2) CTLRS SHOULD NOT REBUKE A PLT OVER PERCEIVED OR REAL INCIDENTS ON THE COMS CHANNEL. CLR AND CONCISE AND IMMEDIATE INSTRUCTIONS SHOULD BE THE NORM. 3) EARLY IN THE PROCESS; THE PLT SHOULD ADVISE THE CTLR OF ANY LIMITATIONS TO THE ACFT'S ABILITY TO MAKE A STABILIZED APCH TO THE RWY THRESHOLD.