Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 75; Flight Crew Total 2200; Flight Crew Type 600
Other / Unknown
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Airspace Structure; Procedure; Human Factors
I was on a jet airway that was assigned to me by ATC (different from the one that I filed) that would take me approximately 40 NM offshore. Approximately 50 NM prior to the point at which I would be the furthest from the shoreline; ATC (NY Center) instructed me to descend from FL210 to 11;000. I replied that I was unable because I was single-engine and that would mean that I was out of glide range of the shoreline. I was surprised by the angry reaction of the ATC controller; who basically asked me what I wanted to do then. I suggested that I navigate to an intersection that would take me closer to the shoreline and put me on another jet airway. The controller issued a two left turns (bringing me closer to shore) which I complied with; and then asked when I could begin my descent (which I replied to). I was instructed to take down a number to call when I landed. The next controller issued a descent clearance which required me to descend at over 2;000 fpm which I complied with.I called the number after landing; spoke to the Operations Manager In Charge (OMIC); apologized; and explained that I wasn't trying to be difficult but that I was being extra careful. The OMIC said he understood; that the controllers are aware of glide ratios; that as a pilot I was likely unaware of letters of agreement the different sectors have with one another; and that if I don't think I could accept a descent I should file over land. The OMIC was very understanding of my predicament.I believe that the controller way overreacted and could have created a dangerous situation by causing a completely unnecessary distraction to me and other pilots on the frequency by both the manner in which he addressed (his tone of voice) and the content of what he said. I believe that all of my communications were professional; yet he made me feel like I was doing something wrong or was an idiot. Neither were the case.For my part; in retrospect; perhaps I should have simply complied with the initial descent clearance but done so at 500 fpm which would have stretched out the descent until I was closer to the shoreline; rather than indicating that I was unable. I also have a much better understanding of the issue from the controller's standpoint (thanks to the OMIC).
PC12 pilot reported declining a descent clearance from ZNY due to his distance offshore and engine out glide considerations. The Controller was not happy and a phone number was provided for a discussion after landing.