Date: 201605
Local time of day: 1201-1800
Location: CNO.Airport, CA
Flight conditions: VMC
Weather elements / visibility: Turbulence; Windshear; 10
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Initial Climb; Landing
Airspace: Class D CNO
ATC / advisory: Tower CNO
Reporter organization: Personal
Reporter function: Single Pilot; Pilot Flying
Reporter qualification: Flight Crew Instrument; Flight Crew Private
Human factors: Situational Awareness; Communication Breakdown
Second reporter function: Local
Anomaly: ATC Issue All Types; Conflict Airborne Conflict; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Airspace Structure; Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: I was flying into the Chino airport (CNO) to build time towards my commercial rating. I contacted the tower with the current weather info and requested landing. The tower controller was VERY busy and obviously flustered. He eventually contacted me and told me to proceed straight in for runway 26R. I read back instructions and continued on my approach course. Soon after clearing me for 26R; the tower controller came over the radio announcing new weather information and started vectoring other traffic to enter the traffic for runway 21 (the intersecting runway). He vectored everyone but me. I made a call stating I was still on final for 26R while he had already cleared several aircraft to land on 21. I don't know if he didn't hear me but he continued to ignore me. Thinking I was still cleared to land; I continued for a crosswind landing on 26R. I was unable to stick the landing as the wind was gusting hard at the surface. I announced a go around and was then told by the tower to enter the right downwind for 21. I read back and entered the downwind for 21. After landing on 21; I was handed off to ground. I asked to taxi to 21 for departure back to the east. I was given directions; read them back to ground; and continued to the 21 run up area. Once I had everything ready for my return trip; I told ground I was ready to continue with my departure. Ground handed me off to tower whom I told I was at the runup area for 21; waiting behind an [aircraft] that was holding short of 21; ready for departure to the east. Surprisingly; I was cleared for takeoff with a left turn out even though I was number two in line. I corrected the controller; he is still very flustered at this point; and then hold behind the [aircraft] as instructed. Shortly after the [aircraft] departed runway 21; I was cleared for takeoff with a left turn out.I took off; climbed to a safe altitude; and started my left turn out. While flying out towards the east; I got several traffic advisories from tower of other traffic. I was able to spot all but one (I believe it was a [twin]) and continued on my way. The controller then told me to stay at or below 2;500 msl. I read back and complied. I was then given a very confusing instruction that sounded to me like '[Call sign]; you are 2 miles south of the 26R approach course; please proceed North of the course'. I was very confused by this as that would bring me across the approach course but I did not see any additional traffic so I read back and began to turn more north. He called it again! '[Call sign]; you are still 2 miles south of the 26R approach course; please proceed north bound'. I read back and continued further north.At this point; I was trying to do what he said (or what I thought I heard him say; I read back and never got a formal correction on my readback); I was also trying to stay out of the class Charlie core for Ontario international DIRECTLY NORTH; I was also trying to maintain altitude which was difficult because of high wind gusts and wind shear; and get out of his airspace. There was some terrain coming up that I would far too close to if I would stay at 2500 on my assigned course so I asked to go higher. Given the situation; I decided that the safest action would be to remain clear of the Class Charlie inner core; go high enough to clear the upcoming terrain because of low level wind shear; and get out of the airspace of an obviously flustered tower controller. He told me 'altitude restriction cancelled; suggest contacting socal approach; frequency change approved'. I switched over to Socal approach; received flight following and continued home to my airport. Enroute; I was told by socal approach that Chino tower wanted me to call. I copied the number; landed; tied down my aircraft and called.


Second narrative: [Report narrative contained no additional information.]


Synopsis: General aviation pilot reported difficulty with CNO Tower controllers in regards to clarity of communications.