Narrative:

Dfw approach control (D10) started a handoff to me on aircraft X when I was working local control east and north combined. I saw aircraft X scratch pad that the aircraft wanted a downtown tour of the dallas skyline. I called the D10 controller to inform him that aircraft X cannot proceed with a downtown tour in the north flow (ry 31L/right) operations per our local standard operating procedures. The D10 controller said 'since when'. I told him it's been in effect for the last four or five years. His respond was 'oh; come on' and he hung up on me. The D10 controller took back the handoff and allowed aircraft X to proceed into my airspace for the downtown tour; without prior coordination or a point-out. I had another aircraft Y who was on the letter of agreement (dinner tour) and is allowed to maneuver close to the downtown dallas skyline. When aircraft Y started his southeast bound turn to parallel the finals to dallas love field at 1;500 feet (safe operation) he was in conflict with aircraft X; who I was not talking to. I called the D10 controller to get aircraft X out of my airspace; since aircraft Y was only 4 miles northwest of aircraft X at 1;500 feet on converging courses. The D10 controller completely ignored my multiple calls to get his aircraft X out of my airspace. After 'screaming' over the landlines; I did observe aircraft X making a turn towards the southwest to leave my airspace and avert a conflict with aircraft Y.in my career of working in multiple centers; approach controls and towers I have never seen another controller blatantly disregard another controllers request and arrogantly violated another controllers airspace. About 45 minutes earlier I had a D10 controller handoff another small aircraft for the downtown tour over dfw. I told him; I could not accept the handoff due to our local standard operational procedures not allowing downtown tours in the north flow. He seemed unaware of our local procedures but complied with my explanation. I recommend that when dallas love field management implement new procedures all surrounding facilities and customers know about our new procedures. I had a bonanza depart off the addison airport (6 miles north of dallas love field) requesting a downtown tour of the dallas skyline during this same session; working local control as stated above. Once again; I told the bonanza pilot I could not approve his request due to our local operating procedures. The bonanza pilot told me 'since when'. Once again; I had to apologize and inform him it's been in effect for four or five years. To correct this problem in the future; and avoid further conflicts between controllers and pilots; dallas love field management must inform adjacent facilities and pilots of our new procedures. No more thinking management can put these major procedural changes in a read and initial binder and expect controllers in both facilities to remember the new procedures. Many times new controllers at the new facility have no idea what was in the read and initial binder years ago. To ensure new major procedural changes are implemented correctly and avoid confusion to the users. Management must put these new procedures in a letter of agreement and not a read and initial binder. Controllers can't remember everything they have read in a read and initial binder years ago. But controllers do look at the letter of agreements to refresh their memories. For the pilots to remember our new operations we need to update the 'facilities directives' or 'green book'. I realize it would be difficult for management to classify every procedural change as major or non-major. But we owe it to our new controllers and customers the latest up to date information so everyone will be on the same page. Last but not least someone in management needs to talk to the D10 controller and explain to him his actions are not acceptable and completely unprofessional. This is one 'FAA' and we must allwork together to make this the safest system possible. The FAA cannot afford or allow individual controllers to deliberately break the rules at their own discretion and not suffer the consequences for their actions. Just listen to the tapes and everyone will hear the blatant negligence of one arrogant D10 controller. It's obvious some controllers do not think rules apply to them.

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Original NASA ASRS Text

Title: DAL Tower controller reports of an airspace violation by a D10 controller. The D10 controller then has his aircraft become a conflict for the DAL controller's aircraft. The D10 controller wanted his aircraft to be able to do a downtown tour; but due to the runway configuration at DAL it was not approved.

Narrative: DFW Approach Control (D10) started a handoff to me on Aircraft X when I was working Local Control East and North combined. I saw Aircraft X scratch pad that the aircraft wanted a downtown tour of the Dallas skyline. I called the D10 controller to inform him that Aircraft X cannot proceed with a downtown tour in the North flow (RY 31L/R) operations per our local standard operating procedures. The D10 controller said 'since when'. I told him it's been in effect for the last four or five years. His respond was 'Oh; come on' and he hung up on me. The D10 Controller took back the handoff and allowed Aircraft X to proceed into my airspace for the downtown tour; without prior coordination or a point-out. I had another Aircraft Y who was on the Letter of Agreement (Dinner Tour) and is allowed to maneuver close to the Downtown Dallas Skyline. When Aircraft Y started his southeast bound turn to parallel the finals to Dallas Love Field at 1;500 feet (Safe Operation) he was in conflict with Aircraft X; who I was not talking to. I called the D10 controller to get Aircraft X out of my airspace; since Aircraft Y was only 4 miles northwest of Aircraft X at 1;500 feet on converging courses. The D10 Controller completely ignored my multiple calls to get his Aircraft X out of my airspace. After 'screaming' over the landlines; I did observe Aircraft X making a turn towards the southwest to leave my airspace and avert a conflict with Aircraft Y.In my career of working in multiple Centers; approach controls and towers I have never seen another controller blatantly disregard another Controllers request and arrogantly violated another Controllers airspace. About 45 minutes earlier I had a D10 Controller handoff another small aircraft for the downtown tour over DFW. I told him; I could not accept the handoff due to our local standard operational procedures not allowing downtown tours in the North flow. He seemed unaware of our local procedures but complied with my explanation. I recommend that when Dallas Love Field management implement new procedures all surrounding facilities and customers know about our new procedures. I had a Bonanza depart off the Addison airport (6 miles North of Dallas Love Field) requesting a downtown tour of the Dallas skyline during this same session; working local control as stated above. Once again; I told the Bonanza pilot I could not approve his request due to our local operating procedures. The Bonanza pilot told me 'Since when'. Once again; I had to apologize and inform him it's been in effect for four or five years. To correct this problem in the future; and avoid further conflicts between controllers and pilots; Dallas Love Field management must inform adjacent facilities and pilots of our new procedures. No more thinking management can put these major procedural changes in a read and initial binder and expect controllers in both facilities to remember the new procedures. Many times new controllers at the new facility have no idea what was in the read and initial binder years ago. To ensure new major procedural changes are implemented correctly and avoid confusion to the users. Management must put these new procedures in a Letter of Agreement and not a read and initial binder. Controllers can't remember everything they have read in a Read and Initial binder years ago. But controllers do look at the Letter of Agreements to refresh their memories. For the pilots to remember our new operations we need to update the 'Facilities Directives' or 'Green Book'. I realize it would be difficult for management to classify every procedural change as major or non-major. But we owe it to our new controllers and customers the latest up to date information so everyone will be on the same page. Last but not least someone in management needs to talk to the D10 Controller and explain to him his actions are not acceptable and completely unprofessional. This is one 'FAA' and we must allwork together to make this the safest system possible. The FAA cannot afford or allow individual controllers to deliberately break the rules at their own discretion and not suffer the consequences for their actions. Just listen to the tapes and everyone will hear the blatant negligence of one arrogant D10 controller. It's obvious some controllers do not think rules apply to them.

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.