Narrative:

I was flying a C152 in the left traffic pattern for runway 19L at sna. On downwind, I advised the tower that my intentions were to be a full stop landing for taxi back for a training flight with my student pilot. I was cleared to land on runway 19L but advised 'caution wake turbulence for an airbus A320 for runway 19R.' I reported the traffic in sight and allowed my student to continue the approach and landing cautioning him to take wake turbulence avoidance procedures. Specifically, I told my student to stay above the A320's flight path and note the A320's touchdown point so that we would plan to touch down beyond that point. The airbus A320 touched down just slightly past the 1000 ft aiming point of runway 19R, therefore I mentioned to my student that we should plan on touching down by intersection J. We did not encounter any wake turbulence due to the fact that we stayed above the airbus' flight path, however, my student touched down approximately 50 ft past our intended touchdown point and resulted in a bounced landing as well. His reaction to the bounced landing was to pitch the nose forward at which time I took over the controls and stated 'my airplane' and proceeded to execute a go around. I executed the normal go around procedures and glanced over at the airspeed indicator which read approximately 45 KIAS. Since a climb out at that airspeed with flaps 20 degrees would be dangerously near a stalling angle of attack, I lowered the nose to an approximately level pitch attitude until reaching 55 KIAS, at which time I resumed a normal climb out while retracting the final flaps up 1 notch at a time. I followed the prescribed procedures of executing a 15 degree left turn at the end of the runway to avoid traffic for runway 19R. After executing the 15 degree turnout, I would estimate that my altitude was approximately 100-150 ft AGL over taxiway a. I did not see a hawker jet on taxiway a as my concentration was focused on the go around and accelerating the aircraft to a safe climb out speed. On my return attempt for landing, on the base leg, I was advised by the tower to give the tower supervisor a phone call after my training flight was over. Apparently upon execution of the go around I had flown over a hawker jet on taxiway a at an altitude that the hawker pilot thought was unsafe. After shutdown, I immediately contacted the tower supervisor, and explained the situation regarding the go around. The supervisor on duty, mr X, said that this type of occurrence happens frequently, however, since the hawker pilot was very upset, that he wanted to write up a statement but would not be considered as an incident. I left mr X with my flight school as well as my home telephone number in the event that he had any further questions or if the pilot of the hawker wanted to consult me. I was assured by the tower supervisor that no action would be taken by the tower as no violation of the FARS were present. I currently am employed as a flight instructor with an FBO as well as a customer service representative at an air carrier at sna. Following the event, I consulted mr Y, president of the FBO, as well as mr Z, a mechanic who works for the air carrier at sna, as well as an accident prevention counselor with the long beach FSDO. They both reasoned that there was no violation of the FARS, however, submitting an ASRS form was a recommendation. Given the sequence of events, I believe that the steps I took were pertinent to the safety of flight. Specifically, planning a long landing for wake turbulence avoidance procedures, as well as executing a go around following a bounced landing was in the best interest of safety. The only consideration that I feel that I should have done was to delay the 15 degree offset turn until a slightly higher altitude. Once again though, my full concentration was on the execution of the go around and I never saw the hawker jet that I apparently flew over.

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Original NASA ASRS Text

Title: INSTRUCTOR IN C152 WITH SPI MAKES A GAR AFTER A BOUNCED LNDG. HE TURNS TO THE L AND OVERFLIES A HAWKER ON TXWY. HAWKER PLT COMPLAINS OF POOR TECHNIQUE AND TOO LOW OVERFLT.

Narrative: I WAS FLYING A C152 IN THE L TFC PATTERN FOR RWY 19L AT SNA. ON DOWNWIND, I ADVISED THE TWR THAT MY INTENTIONS WERE TO BE A FULL STOP LNDG FOR TAXI BACK FOR A TRAINING FLT WITH MY STUDENT PLT. I WAS CLRED TO LAND ON RWY 19L BUT ADVISED 'CAUTION WAKE TURB FOR AN AIRBUS A320 FOR RWY 19R.' I RPTED THE TFC IN SIGHT AND ALLOWED MY STUDENT TO CONTINUE THE APCH AND LNDG CAUTIONING HIM TO TAKE WAKE TURB AVOIDANCE PROCS. SPECIFICALLY, I TOLD MY STUDENT TO STAY ABOVE THE A320'S FLT PATH AND NOTE THE A320'S TOUCHDOWN POINT SO THAT WE WOULD PLAN TO TOUCH DOWN BEYOND THAT POINT. THE AIRBUS A320 TOUCHED DOWN JUST SLIGHTLY PAST THE 1000 FT AIMING POINT OF RWY 19R, THEREFORE I MENTIONED TO MY STUDENT THAT WE SHOULD PLAN ON TOUCHING DOWN BY INTXN J. WE DID NOT ENCOUNTER ANY WAKE TURB DUE TO THE FACT THAT WE STAYED ABOVE THE AIRBUS' FLT PATH, HOWEVER, MY STUDENT TOUCHED DOWN APPROX 50 FT PAST OUR INTENDED TOUCHDOWN POINT AND RESULTED IN A BOUNCED LNDG AS WELL. HIS REACTION TO THE BOUNCED LNDG WAS TO PITCH THE NOSE FORWARD AT WHICH TIME I TOOK OVER THE CTLS AND STATED 'MY AIRPLANE' AND PROCEEDED TO EXECUTE A GAR. I EXECUTED THE NORMAL GAR PROCS AND GLANCED OVER AT THE AIRSPD INDICATOR WHICH READ APPROX 45 KIAS. SINCE A CLBOUT AT THAT AIRSPD WITH FLAPS 20 DEGS WOULD BE DANGEROUSLY NEAR A STALLING ANGLE OF ATTACK, I LOWERED THE NOSE TO AN APPROX LEVEL PITCH ATTITUDE UNTIL REACHING 55 KIAS, AT WHICH TIME I RESUMED A NORMAL CLBOUT WHILE RETRACTING THE FINAL FLAPS UP 1 NOTCH AT A TIME. I FOLLOWED THE PRESCRIBED PROCS OF EXECUTING A 15 DEG L TURN AT THE END OF THE RWY TO AVOID TFC FOR RWY 19R. AFTER EXECUTING THE 15 DEG TURNOUT, I WOULD ESTIMATE THAT MY ALT WAS APPROX 100-150 FT AGL OVER TXWY A. I DID NOT SEE A HAWKER JET ON TXWY A AS MY CONCENTRATION WAS FOCUSED ON THE GAR AND ACCELERATING THE ACFT TO A SAFE CLBOUT SPD. ON MY RETURN ATTEMPT FOR LNDG, ON THE BASE LEG, I WAS ADVISED BY THE TWR TO GIVE THE TWR SUPVR A PHONE CALL AFTER MY TRAINING FLT WAS OVER. APPARENTLY UPON EXECUTION OF THE GAR I HAD FLOWN OVER A HAWKER JET ON TXWY A AT AN ALT THAT THE HAWKER PLT THOUGHT WAS UNSAFE. AFTER SHUTDOWN, I IMMEDIATELY CONTACTED THE TWR SUPVR, AND EXPLAINED THE SIT REGARDING THE GAR. THE SUPVR ON DUTY, MR X, SAID THAT THIS TYPE OF OCCURRENCE HAPPENS FREQUENTLY, HOWEVER, SINCE THE HAWKER PLT WAS VERY UPSET, THAT HE WANTED TO WRITE UP A STATEMENT BUT WOULD NOT BE CONSIDERED AS AN INCIDENT. I LEFT MR X WITH MY FLT SCHOOL AS WELL AS MY HOME TELEPHONE NUMBER IN THE EVENT THAT HE HAD ANY FURTHER QUESTIONS OR IF THE PLT OF THE HAWKER WANTED TO CONSULT ME. I WAS ASSURED BY THE TWR SUPVR THAT NO ACTION WOULD BE TAKEN BY THE TWR AS NO VIOLATION OF THE FARS WERE PRESENT. I CURRENTLY AM EMPLOYED AS A FLT INSTRUCTOR WITH AN FBO AS WELL AS A CUSTOMER SVC REPRESENTATIVE AT AN ACR AT SNA. FOLLOWING THE EVENT, I CONSULTED MR Y, PRESIDENT OF THE FBO, AS WELL AS MR Z, A MECH WHO WORKS FOR THE ACR AT SNA, AS WELL AS AN ACCIDENT PREVENTION COUNSELOR WITH THE LONG BEACH FSDO. THEY BOTH REASONED THAT THERE WAS NO VIOLATION OF THE FARS, HOWEVER, SUBMITTING AN ASRS FORM WAS A RECOMMENDATION. GIVEN THE SEQUENCE OF EVENTS, I BELIEVE THAT THE STEPS I TOOK WERE PERTINENT TO THE SAFETY OF FLT. SPECIFICALLY, PLANNING A LONG LNDG FOR WAKE TURB AVOIDANCE PROCS, AS WELL AS EXECUTING A GAR FOLLOWING A BOUNCED LNDG WAS IN THE BEST INTEREST OF SAFETY. THE ONLY CONSIDERATION THAT I FEEL THAT I SHOULD HAVE DONE WAS TO DELAY THE 15 DEG OFFSET TURN UNTIL A SLIGHTLY HIGHER ALT. ONCE AGAIN THOUGH, MY FULL CONCENTRATION WAS ON THE EXECUTION OF THE GAR AND I NEVER SAW THE HAWKER JET THAT I APPARENTLY FLEW OVER.

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.