Date: 201305
Local time of day: 1201-1800
Location: TNCM.Tower, FO
Flight conditions: Marginal
Light: Daylight
Aircraft: Gulfstream G200 (IAI 1126 Galaxy)
Operator: Fractional
Operating under: Part 135
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower TNCM
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Other / Unknown; Communication Breakdown; Confusion
Anomaly: ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Contributing factors: Procedure; Human Factors
Primary problem: Procedure

Narrative: Flight to TNCM; [Princess Julinan International].  San Juan ATC cleared us to TRNKY at FL150 (located 23 miles from TNCM); then switched us to Juliana Tower about 40 miles out.  First contact; Juliana Tower was confused about our altitude; then said to maintain FL150.  Passing TRNKY; Juliana Tower instructed us to join the 15 DME arc to intercept the 270 radial; 20 DME.  I asked her to repeat the clearance.  She now gave us to intercept the 15 DME arc to intercept the 276 radial; 20 DME. By the time we replied I realized we were inside of 15 DME from PJM VOR. I was the flying pilot; I then pushed heading and turned right to try to get back on the 15 DME arc. She then cleared us to FL120; then FL100; then 9;000 [feet].  There is no STAR or APP with a 15 DME arc.  There is a VOR Z Runway 10 APP with a 10 DME arc.  Never mentioned anything like this and or from which VOR we should be doing the arc from. After 9;000 feet she cleared us now to intercept the 276 radial at 15 DME; then 7;000 [feet]. We intercepted the 276 radial at 15 DME. After telling her we were established on the 276 radial; she gave us 4;000 feet. Then asked us if we were  RNAV capable.  We replied yes.  She gave us direct AVAKI and 2;600 feet.  Loaded the RNAV Runway 10 and direct AVAKI (located now about 2-3 miles in front of us).  Never cleared for the RNAV.  Between AVAKI (published 2;600 feet) and LESOR (published at 1;700 feet) we were asked if field insight; but replied we were IMC.  But asked for lower to see the field.  She gave us a left 360 to re-intercept the radial.  We ask for lower again; explaining 500 feet and we should see the field.  She then gave us 1;600 feet.  We replied 1;600 feet.  Then changed and cancelled the clearance and gave us to maintain 2;600 feet and right 360 to intercept the radial.  At that time we told her airport in sight.  Gave us a right 360 to intercept the radial.  We asked why do a 360 when airport in sight.  She replied aircraft on runway back taxing and asked if able to land.  We replied we were still able to do a safe landing from our position without any maneuvers and aircraft was no factor; still 5-6 miles out.  She then cleared us for landing. Landed without any problem.We were never told what to expect.  Never given which VOR to accomplish the arc from.  No arrival or approach with a 15 DME arc.  I added PJM VOR as a fix and a 15 DME distance to fly an arc. Never cleared for the RNAV either.  Last minute changes and confusion from ATC.  This Controller was working Approach; Tower; Ground; and Clearance all at the same time.  Never seen such confusing ATC.  With good knowledge of the FMS and the aircraft we were able to act quick without being too much off of the arc and got back on course as instructed. Knowing the confusion; I was able to stay ahead of the aircraft and be fully configured before airport in sight. We were also 45 minutes late because poor scheduling.




Synopsis: G-200 Captain reports confusion and questionable ATC practices during arrival and approach to TNCM.