Narrative:

About midway through an IFR trip; I was at 4000 feet in visual conditions as I approached my refueling stop; pah; from the southeast. At my request; the memphis center controller cleared me direct to jipgo (the initial approach fix for the RNAV (GPS) approach to runway 32) and instructed me to enter a hold there as published to the southeast. As I completed my second turn in the hold; center said he was working a jet inbound to pah about 50 NM to the northwest and a switch to runway 22 might help a little bit but not much. I then asked center if it would help if I cancelled IFR and went VFR. He said it would; cancelled my IFR clearance and approved a frequency change to pah tower. I switched to tower; who requested my location and told me to report a two mile final for runway 32. Passing jipgo; I could clearly see pah about 12 nm to the northwest. Assuming I would be cleared to land on runway 22; I disengaged my autopilot; began a gradual descent to 2000 feet and continued inbound. About then; the jet told tower he was entering a six mile right base for runway 22. When tower requested my position and altitude. I reported that I was approaching vucuc at about 2000 feet. Given the traffic situation; I offered to switch to runway 22 behind the jet. Tower approved the runway change and asked me to advise when I had the jet in sight and could follow him to runway 22. I acknowledged those instructions and turned to the north. As I continued northbound; tower asked if I had the jet in sight. I advised that the jet was not yet in sight and that I was turning to the northeast to enter a left downwind for runway 22. Tower then said the jet had turned about a five mile final and confirmed he was over the ohio river. As I continued downwind for runway 22; a GA aircraft advised tower they were five miles to the northeast inbound for landing. Tower acknowledged the aircraft's transmission and told them that they were number three behind our aircraft. The aircraft then advised that he had the jet in sight and was going to enter a left 360.at that point; my garmin aera 660 portable GPS sounded a 'caution - obstacle' alert; presumably for the 1325 foot obstacle located about 5 nm east of pah. I then advised tower I still had not made visual contact with the jet. Tower said the jet was on a three mile final for runway 22. I entered a left base for runway 22 at about 2000 feet and observed the GA aircraft on my skywatch tcad. He appeared to be maneuvering about two or three miles to the north. As I continued on the left base; I told tower I had the GA aircraft in sight; about 500 feet below me. Tower cleared me to land on runway 22 and advised the GA aircraft I had him in sight. The GA aircraft said he could not see me and requested my position. I replied that I was just about abeam his location and off his left wing. At that point; my tcad issued an aural 'traffic; traffic!' alert and my garmin gmx 200 multifunction display switched from normal map view to its traffic alert format. I deviated about 10 degrees to my left to increase my separation from the other aircraft. The GA aircraft again asked for my location; and I replied that I was abeam their aircraft and about 500 feet above them. I assume their view was blocked by their high wing configuration. The GA aircraft then told tower they wanted to deviate to the east. At that point; I was approaching the extended centerline of runway 22; and I advised tower I was turning final. Tower cleared me to land on runway 22; and advised he had both my aircraft and the GA aircraft in sight. The GA aircraft also confirmed that he had me in sight. The rest of our approach and landing were uneventful.as soon as tower authorized my change to runway 22; I should have: 1. Reengaged my autopilot and climbed back up to the 3000 foot terminal arrival area/terminal area altitude (taa) depicted on the approach plates for the RNAV (GPS) approaches to rwys 22 and 32. 2. Highlighted on the approach plate the 1325 foot obstacle about five nm east of pah. 3. Loaded the RNAV (GPS) runway 22 approach in my garmin cnx-80 GPS waas mapcom (which would automatically load it on my mfd). 4. Maintained an altitude sufficient for obstacle clearance until I began my base-to-final turn.

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Original NASA ASRS Text

Title: GA pilot reported maneuvering to increase separation from traffic on approach to Runway 22 at PAH. He descended below the Terminal Area Altitude and received an obstacle warning on his portable GPS unit.

Narrative: About midway through an IFR trip; I was at 4000 feet in visual conditions as I approached my refueling stop; PAH; from the southeast. At my request; the Memphis Center controller cleared me direct to JIPGO (the initial approach fix for the RNAV (GPS) Approach to RWY 32) and instructed me to enter a hold there as published to the southeast. As I completed my second turn in the hold; Center said he was working a jet inbound to PAH about 50 NM to the northwest and a switch to RWY 22 might help a little bit but not much. I then asked Center if it would help if I cancelled IFR and went VFR. He said it would; cancelled my IFR clearance and approved a frequency change to PAH Tower. I switched to Tower; who requested my location and told me to report a two mile final for RWY 32. Passing JIPGO; I could clearly see PAH about 12 nm to the northwest. Assuming I would be cleared to land on RWY 22; I disengaged my autopilot; began a gradual descent to 2000 feet and continued inbound. About then; the jet told Tower he was entering a six mile right base for RWY 22. When Tower requested my position and altitude. I reported that I was approaching VUCUC at about 2000 feet. Given the traffic situation; I offered to switch to RWY 22 behind the jet. Tower approved the RWY change and asked me to advise when I had the jet in sight and could follow him to RWY 22. I acknowledged those instructions and turned to the north. As I continued northbound; Tower asked if I had the jet in sight. I advised that the jet was not yet in sight and that I was turning to the northeast to enter a left downwind for RWY 22. Tower then said the jet had turned about a five mile final and confirmed he was over the Ohio River. As I continued downwind for RWY 22; a GA aircraft advised Tower they were five miles to the northeast inbound for landing. Tower acknowledged the aircraft's transmission and told them that they were number three behind our aircraft. The aircraft then advised that he had the jet in sight and was going to enter a left 360.At that point; my Garmin Aera 660 portable GPS sounded a 'Caution - Obstacle' alert; presumably for the 1325 foot obstacle located about 5 nm east of PAH. I then advised Tower I still had not made visual contact with the jet. Tower said the jet was on a three mile final for RWY 22. I entered a left base for RWY 22 at about 2000 feet and observed the GA aircraft on my Skywatch TCAD. He appeared to be maneuvering about two or three miles to the north. As I continued on the left base; I told Tower I had the GA aircraft in sight; about 500 feet below me. Tower cleared me to land on RWY 22 and advised the GA aircraft I had him in sight. The GA aircraft said he could not see me and requested my position. I replied that I was just about abeam his location and off his left wing. At that point; my TCAD issued an aural 'Traffic; Traffic!' alert and my Garmin GMX 200 multifunction display switched from normal map view to its traffic alert format. I deviated about 10 degrees to my left to increase my separation from the other aircraft. The GA aircraft again asked for my location; and I replied that I was abeam their aircraft and about 500 feet above them. I assume their view was blocked by their high wing configuration. The GA aircraft then told Tower they wanted to deviate to the east. At that point; I was approaching the extended centerline of RWY 22; and I advised Tower I was turning final. Tower cleared me to land on RWY 22; and advised he had both my aircraft and the GA aircraft in sight. The GA aircraft also confirmed that he had me in sight. The rest of our approach and landing were uneventful.As soon as Tower authorized my change to RWY 22; I should have: 1. Reengaged my autopilot and climbed back up to the 3000 foot Terminal Arrival Area/Terminal Area Altitude (TAA) depicted on the approach plates for the RNAV (GPS) approaches to RWYs 22 and 32. 2. Highlighted on the approach plate the 1325 foot obstacle about five nm east of PAH. 3. Loaded the RNAV (GPS) RWY 22 approach in my Garmin CNX-80 GPS WAAS mapcom (which would automatically load it on my MFD). 4. Maintained an altitude sufficient for obstacle clearance until I began my base-to-final turn.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.