Narrative:

I was working coordinator cab east. I was monitoring the arrivals and departures and coordinating for the local control east controller. I noticed aircraft had been taxied out to the runway 31R from the terminal. The weather was hard IFR and we were protecting for the ILS critical areas. Earlier; with no one on final; the ground controller taxied an airplane out and did not issue instructions to hold short of the ILS critical area. I made a comment to the ground controller that they were lucky no one was on final. Several more aircraft were taxied out; and the hold short for the critical are was not given; though no one was on final. Then there was an aircraft on final; and I had not been actively listening to ground controller (within 6 feet of my position); when the local controller and I both noticed at the same time aircraft X had crossed the ILS hold line. He issued the instruction to hold his position. I estimate the entire aircraft had crossed the hold line. At the time of the hold instruction; I looked up to see aircraft Y's lights on short final (about 1/2NM); and then looked again at aircraft X to verify that he stopped. I had the approach plate book in my hand and threw it down loudly to make a point to the ground controller.after that; the ground controller still did not issue hold short of the ILS critical area instructions to every aircraft that taxied out; but only to those when they saw an aircraft on final. I believe this is a poor work ethic; called 'shooting for the minimums and still failing.' the ground controller did the minimum amount of work; and then failed to do the job correctly when absolutely required. It also does not represent the professionalism the FAA and natca are trying to instill on our younger controllers. Weather lines: kdal xx 07007KT 2 1/2SM br OVC004 09/08 A3042 rmk AO2 SLP300 T00890078KDAL xx 06006KT 2 1/2SM br OVC004 09/08 A3041 rmk AO2 SLP295 T00890078 I would recommend an SOP change to state that the local controller owns the taxiways and pavement in the ILS critical areas when they are in effect. This would insure that all aircraft are required to be told to hold short and any aircraft or vehicle needing to be in the critical area would be coordinated with local control regardless of any aircraft on final. This would tighten the standards in the 7110.65V that only requires the area to be protected when an aircraft is inside the final approach fix; and the local SOP that states to protect the areas when required. This would give the judgment and control of the protected areas back to local control; and not someone else who is not working airborne traffic.

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Original NASA ASRS Text

Title: DAL Cab Coordinator describes a situation where the Ground Controller does not issue correct clearances to taxiing aircraft to protect the ILS Critical area.

Narrative: I was working Coordinator Cab East. I was monitoring the arrivals and departures and coordinating for the Local Control East controller. I noticed aircraft had been taxied out to the Runway 31R from the terminal. The weather was hard IFR and we were protecting for the ILS Critical Areas. Earlier; with no one on final; the Ground Controller taxied an airplane out and did not issue instructions to hold short of the ILS Critical Area. I made a comment to the Ground Controller that they were lucky no one was on final. Several more aircraft were taxied out; and the hold short for the critical are was not given; though no one was on final. Then there was an aircraft on final; and I had not been actively listening to Ground Controller (within 6 feet of my position); when the local controller and I both noticed at the same time Aircraft X had crossed the ILS Hold Line. He issued the instruction to hold his position. I estimate the entire aircraft had crossed the hold line. At the time of the hold instruction; I looked up to see Aircraft Y's lights on short final (about 1/2NM); and then looked again at Aircraft X to verify that he stopped. I had the approach plate book in my hand and threw it down loudly to make a point to the ground controller.After that; the Ground Controller still did not issue hold short of the ILS Critical Area instructions to every aircraft that taxied out; but only to those when they saw an aircraft on final. I believe this is a poor work ethic; called 'Shooting for the minimums and still failing.' The Ground Controller did the minimum amount of work; and then failed to do the job correctly when absolutely required. It also does not represent the professionalism the FAA and NATCA are trying to instill on our younger controllers. Weather lines: KDAL XX 07007KT 2 1/2SM BR OVC004 09/08 A3042 RMK AO2 SLP300 T00890078KDAL XX 06006KT 2 1/2SM BR OVC004 09/08 A3041 RMK AO2 SLP295 T00890078 I would recommend an SOP change to state that the Local Controller owns the taxiways and pavement in the ILS Critical Areas when they are in effect. This would insure that all aircraft are required to be told to hold short and any aircraft or vehicle needing to be in the critical area would be coordinated with local control regardless of any aircraft on final. This would tighten the standards in the 7110.65V that only requires the area to be protected when an aircraft is inside the final approach fix; and the local SOP that states to protect the areas when required. This would give the judgment and control of the protected areas back to Local Control; and not someone else who is not working airborne traffic.

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.