Narrative:

We had stopped or fuel due to less than forecast tailwinds on a long IFR trip; and decided to go VFR for the last 45 minutes of flight. Sky was clear; but visibility was impacted by smoke from wildfires. I was descending through 8;000 [feet.] approximately 12 NM north of ZZZ when I heard a business jet check in on frequency for the RNAV runway xxl approach. Subsequently the controller told the bisjet there was traffic about a mile away; intentions unknown; and that he was 'working with TRACON (or approach; don't recall)' the bisjet got a TCAS resolution advisory and the local controller canceled their approach clearance; climbed the aircraft; and sent them back to TRACON to try the approach again.subsequently tower told the next airplane to remain clear of the delta. We had not checked in yet so we performed a 360 to buy some time for the controller to get caught up. The controller appeared to have been relieved for a break and the frequency quiet so we checked in 10 north with mike; full stop and were instructed to make left base xxl. As we entered the delta airspace the controller instructed us there was a slight change of plans and we were instructed to make a 5 mile final xxl. As we were 5 miles from the airport at the edge of the bravo; I executed a right turn to essentially follow the airspace around at a best guess 5 NM arc to line up for xxl. Within flight and particularly slant range vis impacted; that is the best plan I could come up with given the time constraints. Basically immediately on rolling out the controller gives us first a traffic call; then a traffic alert to the same bisjet that had already been sent around for traffic once; currently at our 1 o'clock; about a mile; same altitude; and closing quickly. We have a mode C based traffic system that simultaneously alerted. We began a very steep descent while already close to terrain to avoid the jet as we could not maneuver behind them; they passed slightly behind and a few hundred feet above us. We received a taws (terrian avoidance and warning system) alert due to the very abrupt maneuver.I realize separation services are not provided in class D airspace; but please; don't actively try and push me into known traffic. This is the second time that same jet attempted the RNAV xxl; the controller knows he's out there; that's why he pushed me further out to follow; but when I'm less than 5 NM from the airport and you want me to fly a 5 mile final with converging traffic also heading to the airport I should think you might have a vague understanding that we might very well be at the same altitudes or descending so as to be crossing paths at the same altitude. The underlying problem is ZZZs nearly complete inability to handle the increased volume of traffic they get these days and a lot of training.

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Original NASA ASRS Text

Title: SR22 pilot reported a NMAC while on approach with Tower.

Narrative: We had stopped or fuel due to less than forecast tailwinds on a long IFR trip; and decided to go VFR for the last 45 minutes of flight. Sky was clear; but visibility was impacted by smoke from wildfires. I was descending through 8;000 [feet.] approximately 12 NM north of ZZZ when I heard a business jet check in on frequency for the RNAV Runway XXL approach. Subsequently the controller told the bisjet there was traffic about a mile away; intentions unknown; and that he was 'working with TRACON (or approach; don't recall)' The bisjet got a TCAS resolution advisory and the local controller canceled their approach clearance; climbed the aircraft; and sent them back to TRACON to try the approach again.Subsequently Tower told the next airplane to remain clear of the delta. We had not checked in yet so we performed a 360 to buy some time for the controller to get caught up. The controller appeared to have been relieved for a break and the frequency quiet so we checked in 10 north with mike; full stop and were instructed to make left base XXL. As we entered the delta airspace the Controller instructed us there was a slight change of plans and we were instructed to make a 5 mile final XXL. As we were 5 miles from the airport at the edge of the bravo; I executed a right turn to essentially follow the airspace around at a best guess 5 NM ARC to line up for XXL. Within flight and particularly slant range vis impacted; that is the best plan I could come up with given the time constraints. Basically immediately on rolling out the controller gives us first a traffic call; then a traffic ALERT to the same bisjet that had already been sent around for traffic once; currently at our 1 o'clock; about a mile; same altitude; and closing quickly. We have a mode C based traffic system that simultaneously alerted. We began a very steep descent while already close to terrain to avoid the jet as we could not maneuver behind them; they passed slightly behind and a few hundred feet above us. We received a TAWS (Terrian Avoidance and Warning System) alert due to the very abrupt maneuver.I realize separation services are not provided in class D airspace; but please; don't actively TRY and push me into known traffic. This is the second time that same jet attempted the RNAV XXL; the controller KNOWS he's out there; that's why he pushed me further out to follow; but when I'm less than 5 NM from the airport and you want me to fly a 5 mile final with converging traffic also heading to the airport I should think you might have a vague understanding that we might very well be at the same altitudes or descending so as to be crossing paths at the same altitude. The underlying problem is ZZZs nearly complete inability to handle the increased volume of traffic they get these days and a lot of training.

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.