Narrative:

I experienced an near midair collision while operating as a flight instructor checking out another instructor in an aircraft. The near midair collision occurred while I was performing an engine run-up in aircraft #1 at the midfield run-up area at sna. The midfield run-up is located just east of the departure end of runway 19L. Aircraft #1 was parked on a heading of approximately 010 degrees with runway 14/19L in full view over the nose. I first notified aircraft #2 just after it had lifted off from runway 19L. Aircraft #2 turned to the left immediately after liftoff and flew directly at aircraft #1. Aircraft #2 then flew over aircraft #1 at an altitude of less than 50 ft. My student and I estimate the altitude of aircraft #2 to have been equal to 1 wingspan just before it flew overhead. The ceiling in aircraft #1 is transparent, and I could make out part of the call sign of aircraft #2. I could also make out a symbol painted on the vertical stabilizer. The sound of aircraft #2's engine was also clearly heard over the engine noise in aircraft #1, which was at 1000 RPM at the time. How the problem arose: aircraft #2 was practicing touch-and-go lndgs, they did not lift off of the runway until approximately 500 ft short of the end of the runway, this accounts for the very low altitude. Contributing factors: aircraft #2 turned left before reaching a safe altitude. It is standard procedure at sna to offset the upwind 15 degrees to the left, however, this should be done only after reaching a safe altitude to clear obstacles, and other aircraft by a safe distance. How it was discovered: I have seen aircraft #2 make the left turn immediately after takeoff several times over the last 6 months, but I was never under their flight path before. In this case, I was directly under aircraft #2 and I felt that their actions put me at risk. Corrective actions: aircraft #2 is used for flight instruction by one flight instructor. This flight instructor needs to be informed that this type of flying not only puts his students at risk, but it puts pilots and passenger of other aircraft at risk as well. These other aircraft include the airliners that taxi down the taxiway a just behind the midfield run-up.

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Original NASA ASRS Text

Title: AN ACFT DEPARTS SNA WITH AN IMMEDIATE TURN RESULTING IN ANOTHER ACFT BEING OVERFLOWN BY 50 FT.

Narrative: I EXPERIENCED AN NMAC WHILE OPERATING AS A FLT INSTRUCTOR CHKING OUT ANOTHER INSTRUCTOR IN AN ACFT. THE NMAC OCCURRED WHILE I WAS PERFORMING AN ENG RUN-UP IN ACFT #1 AT THE MIDFIELD RUN-UP AREA AT SNA. THE MIDFIELD RUN-UP IS LOCATED JUST E OF THE DEP END OF RWY 19L. ACFT #1 WAS PARKED ON A HDG OF APPROX 010 DEGS WITH RWY 14/19L IN FULL VIEW OVER THE NOSE. I FIRST NOTIFIED ACFT #2 JUST AFTER IT HAD LIFTED OFF FROM RWY 19L. ACFT #2 TURNED TO THE L IMMEDIATELY AFTER LIFTOFF AND FLEW DIRECTLY AT ACFT #1. ACFT #2 THEN FLEW OVER ACFT #1 AT AN ALT OF LESS THAN 50 FT. MY STUDENT AND I ESTIMATE THE ALT OF ACFT #2 TO HAVE BEEN EQUAL TO 1 WINGSPAN JUST BEFORE IT FLEW OVERHEAD. THE CEILING IN ACFT #1 IS TRANSPARENT, AND I COULD MAKE OUT PART OF THE CALL SIGN OF ACFT #2. I COULD ALSO MAKE OUT A SYMBOL PAINTED ON THE VERT STABILIZER. THE SOUND OF ACFT #2'S ENG WAS ALSO CLRLY HEARD OVER THE ENG NOISE IN ACFT #1, WHICH WAS AT 1000 RPM AT THE TIME. HOW THE PROB AROSE: ACFT #2 WAS PRACTICING TOUCH-AND-GO LNDGS, THEY DID NOT LIFT OFF OF THE RWY UNTIL APPROX 500 FT SHORT OF THE END OF THE RWY, THIS ACCOUNTS FOR THE VERY LOW ALT. CONTRIBUTING FACTORS: ACFT #2 TURNED L BEFORE REACHING A SAFE ALT. IT IS STANDARD PROC AT SNA TO OFFSET THE UPWIND 15 DEGS TO THE L, HOWEVER, THIS SHOULD BE DONE ONLY AFTER REACHING A SAFE ALT TO CLR OBSTACLES, AND OTHER ACFT BY A SAFE DISTANCE. HOW IT WAS DISCOVERED: I HAVE SEEN ACFT #2 MAKE THE L TURN IMMEDIATELY AFTER TKOF SEVERAL TIMES OVER THE LAST 6 MONTHS, BUT I WAS NEVER UNDER THEIR FLT PATH BEFORE. IN THIS CASE, I WAS DIRECTLY UNDER ACFT #2 AND I FELT THAT THEIR ACTIONS PUT ME AT RISK. CORRECTIVE ACTIONS: ACFT #2 IS USED FOR FLT INSTRUCTION BY ONE FLT INSTRUCTOR. THIS FLT INSTRUCTOR NEEDS TO BE INFORMED THAT THIS TYPE OF FLYING NOT ONLY PUTS HIS STUDENTS AT RISK, BUT IT PUTS PLTS AND PAX OF OTHER ACFT AT RISK AS WELL. THESE OTHER ACFT INCLUDE THE AIRLINERS THAT TAXI DOWN THE TXWY A JUST BEHIND THE MIDFIELD RUN-UP.

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.