Narrative:

Ramp control has been giving aircraft on taxiway K (an active movement area parallel to a runway) taxi clearances contrary to what ground control (ground control) or local control (local control) gave them. This has put aircraft in unexpected places at inopportune times. I gave ramp aircraft X at K short of Q for spot 7. Ramp gave aircraft X K short of V contact ground control. Aircraft Y was landing roll on runway 27R parallel to aircraft X and had to be told to exit further down the runway because aircraft X was in the way; blocking runway exits and opposite direction to the flow of traffic. The aircraft behind aircraft Y almost had to go around. Later aircraft Z was told K; north contact ramp. Ramp told aircraft Z; K short of Q contact ground control; which put them in the way of aircraft a trying to exit runway 27R. I also found out today that we are unable to hear tapes of ramp control; so we are unable to investigate or look into what happened on their end when we have issues or incidents. We have non FAA ramp controllers issuing control instructions on active taxiways with no recording or accountability. Ramp control should not own taxiway J. J should be a movement area controlled by ground control. Ramp should only own the alleyways which should remain non movement. This is what is done at lga and we had none of these issues.

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Original NASA ASRS Text

Title: PHL Controller reported problems with the Ramp Tower issuing different instructions than Ground Control causing problems on the airport.

Narrative: Ramp Control has been giving aircraft on Taxiway K (an active movement area parallel to a runway) taxi clearances contrary to what Ground Control (GC) or Local Control (LC) gave them. This has put aircraft in unexpected places at inopportune times. I gave ramp Aircraft X at K short of Q for spot 7. Ramp gave Aircraft X K short of V contact GC. Aircraft Y was landing roll on RWY 27R parallel to Aircraft X and had to be told to exit further down the runway because Aircraft X was in the way; blocking runway exits and opposite direction to the flow of traffic. The aircraft behind Aircraft Y almost had to go around. Later Aircraft Z was told K; N contact Ramp. Ramp told Aircraft Z; K short of Q contact GC; which put them in the way of Aircraft A trying to exit RWY 27R. I also found out today that we are unable to hear tapes of Ramp Control; so we are unable to investigate or look into what happened on their end when we have issues or incidents. We have non FAA Ramp Controllers issuing control instructions on active taxiways with no recording or accountability. Ramp control should not own Taxiway J. J should be a movement area controlled by GC. Ramp should only own the alleyways which should remain non movement. This is what is done at LGA and we had none of these issues.

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.