Narrative:

On the ILS approach to runway 19R sna WX conditions reported by ATIS were as follows: 1000 ft overcast, 700 ft broken, visibility 3/4 mi, light rain and fog, wind 110 degrees at 12 KTS. The aircraft ahead on approach reported slight wind shear at 2000 ft AGL. As we descended through 2000 ft AGL we experienced only slight airspeed fluctuations, at about 600 ft. We broke out and caught sight of the ground at about 400 ft. The runway came into sight. The onboard computers indicated winds of about 150 degrees at 40-30 KTS, from about 2000 ft to 1000 ft AGL. Throughout the approach the rain was steady. At about 100 ft AGL we encountered moderate turbulence and a 20 KT loss of airspeed followed by a wind shear alert. We elected to go around. At that point we spotted a helicopter 1/4 the way down the runway at about 150-200 ft. Crossing the runway from left to right. We took evasive action to the left to avoid collision with the helicopter. Then rejoined the missed approach path. We elected to revert to lax where we landed with no further incident. We later learned we had crossed over a couple of aircraft lined up for departure on runway 19R during our evasive left turn. Had we went straight out instead of turn right to avoid the helicopter, there is no doubt, we would have collided. As for the why the helicopter was there in the first place we don't know. The tower said he was cleared wbound and as for the aircraft we barely missed on the approach end. I believe they should have not been there and especially during such adverse WX conditions. The runway is only 150 ft wide and 5700 ft long and with our aircraft having a wing span of 124 ft. There is no room for error when an airplane is parked only 75 ft from your runway centerline and only 13 ft from your wing tip. I believe that no aircraft should be allowed to cross the runway 19L threshold until after the aircraft on approach to runway 19R has landed, especially during adverse WX conditions. We had expected our approach path and go around/departure path to be totally clear and protected. It was not. Throw in wind shear and poor visibility and your asking for disaster. Supplemental information from acn 263038: now I could see standing water on runway. Also normal wind shear breaking out of clouds. I continued the approach to see if the wind would stabilize. I decided to go around, and called for go around thrust flaps 20 degrees. As we started to climb out, the first officer and I both saw a helicopter directly in front, at our altitude, and over runway 19R. I (we) banked abruptly left to miss. I lost sight of the helicopter, and continued the missed approach to 2000 ft MSL in wind shear alert. The chop at 100 ft was probably from wind blowing over the terminal building or the general unstable conditions. On the approach, when we broke out of clouds, I saw a 757 at the runway 19R hold line, and a corporate jet at the runway 19R hold for the next taxiway.

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Original NASA ASRS Text

Title: 757 ON MISSED APCH RWY 19R DUE TO WIND SHEAR ALLEGES AN NMAC WITH A HELI XING THE RWY MIDFIELD AND FLIES OVER 2 ACFT HOLDING SHORT OF HIS RWY AS HE MAKES AN UNAUTH TURN AT LOW ALT.

Narrative: ON THE ILS APCH TO RWY 19R SNA WX CONDITIONS RPTED BY ATIS WERE AS FOLLOWS: 1000 FT OVCST, 700 FT BROKEN, VISIBILITY 3/4 MI, LIGHT RAIN AND FOG, WIND 110 DEGS AT 12 KTS. THE ACFT AHEAD ON APCH RPTED SLIGHT WIND SHEAR AT 2000 FT AGL. AS WE DSNDED THROUGH 2000 FT AGL WE EXPERIENCED ONLY SLIGHT AIRSPD FLUCTUATIONS, AT ABOUT 600 FT. WE BROKE OUT AND CAUGHT SIGHT OF THE GND AT ABOUT 400 FT. THE RWY CAME INTO SIGHT. THE ONBOARD COMPUTERS INDICATED WINDS OF ABOUT 150 DEGS AT 40-30 KTS, FROM ABOUT 2000 FT TO 1000 FT AGL. THROUGHOUT THE APCH THE RAIN WAS STEADY. AT ABOUT 100 FT AGL WE ENCOUNTERED MODERATE TURB AND A 20 KT LOSS OF AIRSPD FOLLOWED BY A WIND SHEAR ALERT. WE ELECTED TO GAR. AT THAT POINT WE SPOTTED A HELI 1/4 THE WAY DOWN THE RWY AT ABOUT 150-200 FT. XING THE RWY FROM L TO R. WE TOOK EVASIVE ACTION TO THE L TO AVOID COLLISION WITH THE HELI. THEN REJOINED THE MISSED APCH PATH. WE ELECTED TO REVERT TO LAX WHERE WE LANDED WITH NO FURTHER INCIDENT. WE LATER LEARNED WE HAD CROSSED OVER A COUPLE OF ACFT LINED UP FOR DEP ON RWY 19R DURING OUR EVASIVE L TURN. HAD WE WENT STRAIGHT OUT INSTEAD OF TURN R TO AVOID THE HELI, THERE IS NO DOUBT, WE WOULD HAVE COLLIDED. AS FOR THE WHY THE HELI WAS THERE IN THE FIRST PLACE WE DON'T KNOW. THE TWR SAID HE WAS CLRED WBOUND AND AS FOR THE ACFT WE BARELY MISSED ON THE APCH END. I BELIEVE THEY SHOULD HAVE NOT BEEN THERE AND ESPECIALLY DURING SUCH ADVERSE WX CONDITIONS. THE RWY IS ONLY 150 FT WIDE AND 5700 FT LONG AND WITH OUR ACFT HAVING A WING SPAN OF 124 FT. THERE IS NO ROOM FOR ERROR WHEN AN AIRPLANE IS PARKED ONLY 75 FT FROM YOUR RWY CTRLINE AND ONLY 13 FT FROM YOUR WING TIP. I BELIEVE THAT NO ACFT SHOULD BE ALLOWED TO CROSS THE RWY 19L THRESHOLD UNTIL AFTER THE ACFT ON APCH TO RWY 19R HAS LANDED, ESPECIALLY DURING ADVERSE WX CONDITIONS. WE HAD EXPECTED OUR APCH PATH AND GAR/DEP PATH TO BE TOTALLY CLR AND PROTECTED. IT WAS NOT. THROW IN WIND SHEAR AND POOR VISIBILITY AND YOUR ASKING FOR DISASTER. SUPPLEMENTAL INFO FROM ACN 263038: NOW I COULD SEE STANDING WATER ON RWY. ALSO NORMAL WIND SHEAR BREAKING OUT OF CLOUDS. I CONTINUED THE APCH TO SEE IF THE WIND WOULD STABILIZE. I DECIDED TO GAR, AND CALLED FOR GAR THRUST FLAPS 20 DEGS. AS WE STARTED TO CLB OUT, THE FO AND I BOTH SAW A HELI DIRECTLY IN FRONT, AT OUR ALT, AND OVER RWY 19R. I (WE) BANKED ABRUPTLY L TO MISS. I LOST SIGHT OF THE HELI, AND CONTINUED THE MISSED APCH TO 2000 FT MSL IN WIND SHEAR ALERT. THE CHOP AT 100 FT WAS PROBABLY FROM WIND BLOWING OVER THE TERMINAL BUILDING OR THE GENERAL UNSTABLE CONDITIONS. ON THE APCH, WHEN WE BROKE OUT OF CLOUDS, I SAW A 757 AT THE RWY 19R HOLD LINE, AND A CORPORATE JET AT THE RWY 19R HOLD FOR THE NEXT TXWY.

Data retrieved from NASA's ASRS site as of July 2007 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.