A phl tower controller reported of a pilot making comments about the taxi instructions. The pilot co...

Narrative:

After landing aircraft X was taxied to the spot 8 in accordance with local procedures and directives. The aircraft chose to argue on the frequency about what he thought would be a better taxi route and made several unnecessary transmission about 'I can see the gate' 'it is right in front of me' etc. These extra transmissions are a distraction from the local controller's primary function and could make the frequency unavailable for a higher priority transmission. After pulling into the gate the aircraft was overheard on the ground control frequency still complaining about the local controller following the rules.these extra conversations are unsafe and they are distracting.the new LOA is a safety hazard. It comes packed with the expectation that the local controller will increase the number of landline coordination in order to achieve a logical flow of traffic into the ramp. I am unwilling to increase my workload and complexity to make additional landline communication; and I expect that pilots follow ATC instructions without complaining on the frequency that the rules do not make sense. The new LOA creates more 'traps' with aircraft taxiing reverse course on kilo back across the exit path of the next arrival. The new LOA creates more 'traps' as aircraft now try to clear at november and kilo 3 to reduce taxi times. Unfortunately ramp control now has control of the preceding aircraft turning off kilo and will hold them without coordination. This creates a loss of positive control at those intersections. This loss of positive control causes controllers to take aircraft who have slowed nearly to a stop to continue down the runway at a slow speed causing compression issues with succeeding aircraft. Return to previous LOA and if it intent is to not cross traffic at november... Simply say 'aircraft shall not cross at november taxiway' controllers are capable of receiving outbound traffic at spot 8 and taxiing to K3; left; or east via kilo as needed to maintain an orderly flow of traffic.

Original NASA ASRS Text

Title: A PHL Tower Controller reported of a pilot making comments about the taxi instructions. The pilot complained about the way he was to taxi to the gate. The reporter advised the LOA was a safety hazard and created traps.

Narrative: After landing Aircraft X was taxied to the spot 8 in accordance with local procedures and directives. The aircraft chose to argue on the frequency about what he thought would be a better taxi route and made several unnecessary transmission about 'I can see the gate' 'it is right in front of me' etc. These extra transmissions are a distraction from the local controller's primary function and could make the frequency unavailable for a higher priority transmission. After pulling into the gate the aircraft was overheard on the Ground Control frequency still complaining about the local controller following the rules.These extra conversations are unsafe and they are distracting.The new LOA is a safety hazard. It comes packed with the expectation that the local controller will increase the number of landline coordination in order to achieve a logical flow of traffic into the ramp. I am unwilling to increase my workload and complexity to make additional landline communication; and I expect that pilots follow ATC instructions without complaining on the frequency that the rules do not make sense. The new LOA creates more 'traps' with aircraft taxiing reverse course on Kilo back across the exit path of the next arrival. The new LOA creates more 'traps' as aircraft now try to clear at November and Kilo 3 to reduce taxi times. Unfortunately ramp control now has control of the preceding aircraft turning off Kilo and will hold them without coordination. This creates a loss of positive control at those intersections. This loss of positive control causes controllers to take aircraft who have slowed nearly to a stop to continue down the runway at a slow speed causing compression issues with succeeding aircraft. Return to previous LOA and if it intent is to not cross traffic at November... simply say 'aircraft shall not cross at November taxiway' controllers are capable of receiving outbound traffic at spot 8 and taxiing to K3; L; or E via Kilo as needed to maintain an orderly flow of traffic.

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.

Attributes
ACN	1347237
Time
Date	201604
Local Time Of Day	1201-1800
Place
Locale Reference	PHL.Airport
State Reference	PA
Environment
Light	Daylight
Aircraft 1
Make Model Name	Large Transport
Operating Under FAR Part	Part 121
Flight Phase	Taxi
Route In Use	None
Flight Plan	IFR
Person 1
Function	Other / Unknown
Qualification	Air Traffic Control Fully Certified
Experience	Air Traffic Control Time Certified In Pos 1 (yrs) 9
Events
Anomaly	Deviation - Procedural Clearance Deviation - Procedural Published Material / Policy

A phl tower controller reported of a pilot making comments about the taxi instructions. The pilot complained about the way he was to taxi to the gate. The reporter advised the LOA was a safety hazard and created traps.