Narrative:

At a cruise altitude of 8000 ft; the manifold pressure on the left engine decreased to approximately 22' from 28'. The engine was still producing thrust; but was obviously not operating normally. At the time; I was talking to approach control and told them I would like to modify my flight plan and divert. As an experienced pilot; aviate; navigate; and communicate were the words I turned into actions. Analyzing the left engine; running the checklist; and setting up for the approach became my priorities. I was already cleared direct to the field so there was very little communicating I need to do. When handed off to tower; I was concentrating on an appropriate approach for my condition; slightly steeper to maintain energy in case the left engine failed. As I didn't answer the tower immediately when they addressed me; the guy said 'I'm declaring for you'. I did not counter his action frankly because I didn't care what he did. My intention was to declare if the left engine stopped producing thrust. Also; as a [fighter] pilot who has [had] emergencies over 20 times; I am quick to use the resource if needed. In this case; there was no need. The result of the antsy controller who doesn't understand he is at the bottom of my list of priorities is that now the FAA wants information on a [situation] that wasn't [necessary]. Of course; I supplied them the requested information immediately upon hearing of their request.there needs to be more training for controllers that a pilot has more to do than talk to a controller; especially when things are not normal. His disposition and non-stop communications addressed at me was the set up for taking a non-normal situation and turning it into a disaster; e.g. Landing gear up or worse. I understand it's within the rights of a controller to declare if he feels it is in the best interest of the aircraft; but in this case; he added to the work load of a single pilot complex aircraft scenario.

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Original NASA ASRS Text

Title: PA-34 pilot reported an unnecessary increase in workload while troubleshooting a malfunctioning engine due to extensive communications by the Tower.

Narrative: At a cruise altitude of 8000 ft; the manifold pressure on the left engine decreased to approximately 22' from 28'. The engine was still producing thrust; but was obviously not operating normally. At the time; I was talking to Approach Control and told them I would like to modify my flight plan and divert. As an experienced pilot; Aviate; Navigate; and Communicate were the words I turned into actions. Analyzing the left engine; running the checklist; and setting up for the approach became my priorities. I was already cleared direct to the field so there was very little communicating I need to do. When handed off to Tower; I was concentrating on an appropriate approach for my condition; slightly steeper to maintain energy in case the left engine failed. As I didn't answer the Tower immediately when they addressed me; the guy said 'I'm declaring for you'. I did not counter his action frankly because I didn't care what he did. My intention was to declare if the left engine stopped producing thrust. Also; as a [Fighter] pilot who has [had] emergencies over 20 times; I am quick to use the resource if needed. In this case; there was no need. The result of the antsy Controller who doesn't understand he is at the bottom of my list of priorities is that now the FAA wants information on a [situation] that wasn't [necessary]. Of course; I supplied them the requested information immediately upon hearing of their request.There needs to be more training for Controllers that a pilot has more to do than talk to a Controller; especially when things are not normal. His disposition and non-stop communications addressed at me was the set up for taking a non-normal situation and turning it into a disaster; e.g. landing gear up or worse. I understand it's within the rights of a Controller to declare if he feels it is in the best interest of the aircraft; but in this case; he added to the work load of a single pilot complex aircraft scenario.

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.