FLT CREW OF GLF4 ARE COUNSELED BY TWR SUPVR AT IAD FOR CAUSING AN UNSAFE SIT WHEN THEY EXIT RWY 19L AT TXWY K2 VICE TXWY K3.

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LANDED THE GIV ON RWY 19L FROM A 200 FT CEILING AND 1/2 MI VISIBILITY APCH COMPLETING A 9 HR TRIP FROM EUROPE. TWR ASKED US AT 2000 FT DOWN THE RWY WHERE WE WERE PARKING AT! WE TOLD THEM XXX FBO. THEY SAID 'TAKE THE HIGH SPD.' WE SLOWED DOWN TO TURN OFF THE REVERSE HIGH SPD K2; WHICH IS ONLY ABOUT 3000 FT DOWN RWY 19L. WE CROSSED THE RWY/TXWY LINE (RWY 19L AND K2) AND CALLED GND TO TAXI TO THE FBO. AFTER 1 HR AT FBO; THE DESK PERSON AT FBO SAID TWR CALLED AND WANTED MY NAME AND NUMBER. I CALLED THE TWR. THEY SAID IT WAS UNSAFE FOR ME TO TURN OFF ON THE REVERSE HIGH SPD BECAUSE TFC WAS RIGHT BEHIND ME ON APCH. TELL ME -- WHEN YOU ARE CLRED TO LAND; CAN'T YOU USE THE WHOLE RWY? AND THIS IDIOT IN THE TWR HAS NO COMMON SENSE; AS I WAS OFF THE RWY IN 3000 FT FROM A 200 FT CEILING AND 1/2 MI VISIBILITY APCH. I KNOW THEY ARE STRESSED AND RUSHED AT IAD TWR! SOMETHING NEEDS TO BE DONE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR WAS DISTRESSED THAT THE LCL CTLR HAD APPARENTLY SPACED FOLLOWING TFC SO CLOSELY THAT IT WAS NECESSARY TO REQUEST A TURNOFF AT THE FIRST HIGH SPD IN ORDER TO AVOID A SEPARATION PROB. HE ADVISED THAT HE HAS NOW MADE IT SOP FOR HIS ARRS AT IAD TO ADVISE HE WILL USE ONLY THE MIDDLE FORWARD HIGH SPD EXIT. HE FEELS THAT ONLY BY DOING SO CAN HE ASSURE THAT HIS NEEDS FOR ACFT CTL DURING THE LNDG ROLLOUT WILL NOT BE COMPROMISED BY CTLR XMISSIONS THAT MAY DISTRACT HIM FROM ACFT CTL AND/OR REQUIRE HIM TO MAKE QUICK DECISIONS REGARDING EXIT CLRNCS THAT MAY COMPROMISE THE SAFE OP OF HIS ACFT.