Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Communication Breakdown; Confusion; Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Chart Or Publication; Procedure; Human Factors; Airport
Crew cleared 13R at DAL on C3; and called Ground for taxi instructions. PNF (Pilot Not Flying) did not catch the entire clearance due to a given taxi way (M5) not being on the current chart. PNF then responded with the first taxiway (D); and asked for a repeat of the remainder of the taxi clearance. After holding short of D1 on D we were given the clearance D; D3; E; M5; cross 13L; A5 to the ramp. We started to taxi; slowly; and were immediately instructed to expedite our taxi by the Controller; we assume because another corporate jet was waiting to taxi opposite direction. PNF then informed the ground Controller that our previous confusion was due to M5 not being on the current chart. GC (Ground Control); with an irritated; demeaning and obstructive attitude informed us that it was not on the chart because it just opened; and that we should 'familiarize ourselves with it'. Another exchange occurred; initiated by the GC; and PNF repeated instructions to the ramp. In summary; the crew felt the Ground Controller's attitude; combined with unnecessary 'suggestions'; after the crew informed him of their issues with the clearance led to a decrease in safety operating margins. Contributing factors were that the current chart did not show two of the taxiways (M5; A5) given in the clearance by the Ground Controller; and we were not informed of their location; except when GC stated 'you'll see them when you get down there'; again with an obstructive and demeaning attitude. Additionally; M5 and A5 are not on the FAA construction plan for DAL; listed on the FAA website. NOTAMs for DAL show both taxiways' commission and dimensions; but not their location.NOTAMs for new taxiways need to include their approximate location on the airfield; as the current NOTAMs only give their dimensions and date of commission. When controllers are aware that those taxiways are not on a current chart; because of their recent commissioning; they need to inform crews as part of the taxi clearance. Crew needs to ask for a progressive taxi instruction when unclear of location of taxiways.
Captain reported communication breakdown with Ground Control and changes to taxiways that were not on available charts or NOTAMs.