Narrative:

Were approaching khpn from the east VFR and had been told by ATC to expect left downwind for 16 @ khpn. [We] switched to tower at 10 NM. Repeated calls to tower were not answered. Tower controller was very harried and having difficulty with heavy traffic using both 16 and 11. Eventually contacted tower and was told report left downwind 16. [We] turned left downwind to 16 @ 1900 MSL. Saw numerous targets on TCAS and visually. Tower told us to report 2 mile base to 16. Reported 2 mile base and controller told us that we were told runway 11. He then told us to make turn to east and report 5 miles to runway 11. Made turn to east; went 5.5 NM and reported turn inbound for downwind for 11. Controller was still agitated but told us to continue. We visually acquired traffic on final and advised tower of base turn. Tower then told us to keep it tight. Traffic ahead was cleared to land and we were cleared to land. Traffic ahead was approximately 20 KTS slower than we were. We also visually acquired aircraft on takeoff from 16 (intersecting runway). We landed and held short of 16. Controller had lost the flick; was agitated and had difficulty dealing with several uncooperative aircraft as well as IFR arrivals on 16. Controller was verbally upset with us for flying downwind for 16 as originally instructed. This situation could have been prevented if the controller had initially told us to take the downwind for 11. I think he intended for us to do that but had not given the instructions. He was distracted by the uncooperative traffic and lost track of the airplanes he was working. Controller could have had uncooperative aircraft leave the pattern or had us and other traffic hold further out from the airport while he regained control of the situation. Captain and I were able to maintain visual contact with other traffic and at 1900 MSL; were above the uncooperative aircraft. At no time was our flight in danger; however; we were both uncomfortable with the controller's lack of control of the situation. We are both very experienced with hpn operations.

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Original NASA ASRS Text

Title: VFR C208 arrival to HPN described very confused entry instruction from ATC; claiming the Controller was harried; lost situational awareness and became agitated as the situation developed.

Narrative: Were approaching KHPN from the east VFR and had been told by ATC to expect left downwind for 16 @ KHPN. [We] switched to Tower at 10 NM. Repeated calls to Tower were not answered. Tower Controller was very harried and having difficulty with heavy traffic using both 16 and 11. Eventually contacted Tower and was told report left downwind 16. [We] turned left downwind to 16 @ 1900 MSL. Saw numerous targets on TCAS and visually. Tower told us to report 2 mile base to 16. Reported 2 mile base and Controller told us that we were told Runway 11. He then told us to make turn to east and report 5 miles to Runway 11. Made turn to east; went 5.5 NM and reported turn inbound for downwind for 11. Controller was still agitated but told us to continue. We visually acquired traffic on final and advised tower of base turn. Tower then told us to keep it tight. Traffic ahead was cleared to land and we were cleared to land. Traffic ahead was approximately 20 KTS slower than we were. We also visually acquired aircraft on takeoff from 16 (intersecting runway). We landed and held short of 16. Controller had lost the flick; was agitated and had difficulty dealing with several uncooperative aircraft as well as IFR arrivals on 16. Controller was verbally upset with us for flying downwind for 16 as originally instructed. This situation could have been prevented if the Controller had initially told us to take the downwind for 11. I think he intended for us to do that but had not given the instructions. He was distracted by the uncooperative traffic and lost track of the airplanes he was working. Controller could have had uncooperative aircraft leave the pattern or had us and other traffic hold further out from the airport while he regained control of the situation. Captain and I were able to maintain visual contact with other traffic and at 1900 MSL; were above the uncooperative aircraft. At no time was our flight in danger; however; we were both uncomfortable with the Controller's lack of control of the situation. We are both very experienced with HPN operations.

Data retrieved from NASA's ASRS site as of April 2012 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.