FLC OF AN MLG COMPLAINS TO CTLR ABOUT BEING HELD IN CLB FOR ACFT SEPARATION THAT IS INDICATED TO FLC ON TCASII AS 'NO PROB.'

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(ACR); A TCASII B737/A ENRTE TO ABQ WAS STOPPED AT FL270. HE HAD OPPOSITE DIRECTION TFC DSNDING TO FL280 ENRTE TO BUR AND ADDITIONAL TFC SWBOUND TO HEC AT FL280. (ACR X) WANTED TO KNOW WHERE HIS TFC WAS AND WHY HE WAS STOPPED AT FL270. THE CTLR ISSUED THE TFC AND SAID TO EXACT FURTHER CLB IN 20 MI. (ACR X) DIDN'T RESPOND AND THE CTLR VERIFIED THAT (ACR X) COPIED THE MESSAGE. THE PLT SAID HE DID AND THEN COMPLAINED ABOUT THE AMOUNT OF FUEL HE WAS BURNING AT FL270. THE PLT THEN STATED HE HAD 'THE TFC ON THE BOX' AND ATTEMPTED TO PERSUADE THE CTLR TO ALLOW HIM TO JUMP THE TFC. ONCE AGAIN A PLT IS USING TCASII AS THOUGH HE WAS A CTLR; AND QUESTIONING A CTLR'S ABILITY TO DO HIS JOB. TCASII IS NOT ATC CERTIFIED EQUIP AND IS SUPPOSED TO BE TRANSPARENT TO THE ATC SYS. PLTS UTILIZING TCASII IN THIS FASHION ARE INTERFERING WITH THE ATC SYS. I'M VERY CONCERNED THAT THE PLT OF (ACR X) WOULD BE MORE CONCERNED ABOUT HIS FUEL BURN THAN HIS SAFETY. I'M ALSO CONCERNED ABOUT THE INTERFERING IN A CTLR'S TIME AND FREQ BLOCKING; IT DEFINITELY HAS A NEGATIVE IMPACT ON THINGS WHEN THIS HAPPENS. FOR EXAMPLE; WHILE (ACR X) WAS TYING UP A CTLR'S TIME OVER WHAT WAS A SAFE AND PROPER OP; A (ACR Y) AIRLINE L1011 WAS LEFT ON A SPACING VECTOR TO LAX TOO LONG. I WONDER HOW MUCH FUEL THAT COST THAT PLT. USE TCASII AS IT WAS DESIGNED FOR AND DON'T THINK YOU'VE BECOME A CTLR WHEN IT'S IN YOUR COCKPIT.