Narrative:

The near miss event occurred as a result of the reckless operations of a G58 baron which positioned his aircraft dangerously close to our aircraft. Also; this event occurred as a result of the accepted practices of this airport to merge general aviation aircraft within an unsafe distance to commercial aircraft while performing parallel approaches to runways 19L and 19R. The following near miss event occurred on approach to runway 19R and on the ground at sna. The event occurred between an airbus 320 and beechcraft baron. We; A320; were cleared for the ILS runway 19R approach into sna just outside of the outer marker; lemon. Conditions were VMC at the time and we had a visual on the airport and runway. We were never cleared for the visual approach from approach control or the tower during the approach and landing. At approximately 700 to 800 ft AGL; tower notified a beechcraft baron of our location. His location was on a close-in left downwind for runway 19L. The baron responded to tower that he had a visual on us. The tower told the baron to maintain the visual on us and cleared him to land on runway 19L. At approximately 500 ft AGL; we noticed the baron had turned a close-in base where he was positioned at our 9 to 10 O'clock position. The baron was on an intercept course with our position and seemed to be closing in on our position rather quickly. We were anticipating the baron would be turning from base to final in a very short period of time and maintain separation with us. This type of approach to runway 19L by a general aviation aircraft while a commercial aircraft is performing a visual approach on runway 19R is a customary practice at this airport. At this time we received a TA alert on the baron. After recognizing the alert by looking into our aircraft and then looking out ahead of us to monitor our approach to landing on runway 19R; we diverted our attention back to the baron. We noticed that the baron was dangerously close to us in a 30 to 40 degree left bank within 300 horizontal feet of us at our same altitude at our 8 to 9 O'clock position. At this time we were approximately 100 ft AGL. All of the above happened so quickly we did not have time to respond before we were in the flare to land at which time the baron was behind us and out of our sight. We had a normal landing and rollout. The captain took control of the aircraft and we taxied off of runway 19R at taxiway echo. The tower told us to contact ground at which time I made the comment to the tower that the baron was dangerously close to us on final. We taxied on echo and turned north onto taxiway alpha. I contacted ground and received the clearance to taxi to the gate. I made a comment to ground control also about the baron. Ground control commented back that the pilot of the baron was a local pilot they knew and this was part of his normal routine. We were just south of taxiway hotel on alpha when we noticed the baron on runway 19L performing a touch-and-go. The baron rotated between taxiways juliette and hotel. At this time the pilot of the baron recklessly dipped the left wing of his baron towards us and then leveled it back out. He was approximately 10 ft AGL with his landing gear in the retraction mode. It seemed that this reckless maneuver was intentional towards us since there was no or very little crosswind that would cause him to dip a wing in that fashion. We were highly concerned about this reckless stunt since it endangered the lives of ourselves; our crew and our passengers. We requested the phone number of the tower from ground control and continued to taxi to our gate. After arriving at our gate; the captain called the tower from our company operations office. I proceeded to walk around and preflight our aircraft for the next departure. At this time I observed the baron on a few low passes and touch-and-goes on runway 19L. His pattern was kept in very tight; within a half mile of the runway. His pattern altitude was approximately 500 ft AGL. His turns from base to final wereapproximately 100 to 300 ft AGL. A couple of times he was still rolling out to wings level as he was in the flare to land. These seemed to be dangerously reckless operations while other commercial aircraft were on final approach. I feel that our lives; the lives of our crew; and the lives of 150 passengers were dangerously placed into jeopardy twice by this baron. This practice is totally unauthorized and unacceptable. Apparently there was a lack of professionalism and self-control on the part of the pilot. I feel that if this practice continues; it is just a matter of time before an accident occurs. By the recognition of the captain and myself in which the baron was dangerously close to our aircraft and was performing reckless operations of his aircraft.

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Original NASA ASRS Text

Title: AN A320 PLT ON FINAL TO SNA RWY 19R RPTS A DANGEROUSLY CLOSE APCH BY A G58 BARON LNDG PARALLEL ON RWY 19L.

Narrative: THE NEAR MISS EVENT OCCURRED AS A RESULT OF THE RECKLESS OPERATIONS OF A G58 BARON WHICH POSITIONED HIS AIRCRAFT DANGEROUSLY CLOSE TO OUR AIRCRAFT. ALSO; THIS EVENT OCCURRED AS A RESULT OF THE ACCEPTED PRACTICES OF THIS AIRPORT TO MERGE GENERAL AVIATION AIRCRAFT WITHIN AN UNSAFE DISTANCE TO COMMERCIAL AIRCRAFT WHILE PERFORMING PARALLEL APPROACHES TO RWYS 19L AND 19R. THE FOLLOWING NEAR MISS EVENT OCCURRED ON APPROACH TO RWY 19R AND ON THE GROUND AT SNA. THE EVENT OCCURRED BETWEEN AN AIRBUS 320 AND BEECHCRAFT BARON. WE; A320; WERE CLEARED FOR THE ILS RWY 19R APPROACH INTO SNA JUST OUTSIDE OF THE OUTER MARKER; LEMON. CONDITIONS WERE VMC AT THE TIME AND WE HAD A VISUAL ON THE AIRPORT AND RWY. WE WERE NEVER CLEARED FOR THE VISUAL APPROACH FROM APPROACH CONTROL OR THE TOWER DURING THE APPROACH AND LANDING. AT APPROXIMATELY 700 TO 800 FT AGL; TOWER NOTIFIED A BEECHCRAFT BARON OF OUR LOCATION. HIS LOCATION WAS ON A CLOSE-IN LEFT DOWNWIND FOR RWY 19L. THE BARON RESPONDED TO TOWER THAT HE HAD A VISUAL ON US. THE TOWER TOLD THE BARON TO MAINTAIN THE VISUAL ON US AND CLEARED HIM TO LAND ON RWY 19L. AT APPROXIMATELY 500 FT AGL; WE NOTICED THE BARON HAD TURNED A CLOSE-IN BASE WHERE HE WAS POSITIONED AT OUR 9 TO 10 O'CLOCK POSITION. THE BARON WAS ON AN INTERCEPT COURSE WITH OUR POSITION AND SEEMED TO BE CLOSING IN ON OUR POSITION RATHER QUICKLY. WE WERE ANTICIPATING THE BARON WOULD BE TURNING FROM BASE TO FINAL IN A VERY SHORT PERIOD OF TIME AND MAINTAIN SEPARATION WITH US. THIS TYPE OF APPROACH TO RWY 19L BY A GENERAL AVIATION AIRCRAFT WHILE A COMMERCIAL AIRCRAFT IS PERFORMING A VISUAL APPROACH ON RWY 19R IS A CUSTOMARY PRACTICE AT THIS AIRPORT. AT THIS TIME WE RECEIVED A TA ALERT ON THE BARON. AFTER RECOGNIZING THE ALERT BY LOOKING INTO OUR AIRCRAFT AND THEN LOOKING OUT AHEAD OF US TO MONITOR OUR APPROACH TO LANDING ON RWY 19R; WE DIVERTED OUR ATTENTION BACK TO THE BARON. WE NOTICED THAT THE BARON WAS DANGEROUSLY CLOSE TO US IN A 30 TO 40 DEGREE LEFT BANK WITHIN 300 HORIZONTAL FEET OF US AT OUR SAME ALTITUDE AT OUR 8 TO 9 O'CLOCK POSITION. AT THIS TIME WE WERE APPROXIMATELY 100 FT AGL. ALL OF THE ABOVE HAPPENED SO QUICKLY WE DID NOT HAVE TIME TO RESPOND BEFORE WE WERE IN THE FLARE TO LAND AT WHICH TIME THE BARON WAS BEHIND US AND OUT OF OUR SIGHT. WE HAD A NORMAL LANDING AND ROLLOUT. THE CAPTAIN TOOK CONTROL OF THE AIRCRAFT AND WE TAXIED OFF OF RWY 19R AT TAXIWAY ECHO. THE TOWER TOLD US TO CONTACT GROUND AT WHICH TIME I MADE THE COMMENT TO THE TOWER THAT THE BARON WAS DANGEROUSLY CLOSE TO US ON FINAL. WE TAXIED ON ECHO AND TURNED NORTH ONTO TAXIWAY ALPHA. I CONTACTED GROUND AND RECEIVED THE CLEARANCE TO TAXI TO THE GATE. I MADE A COMMENT TO GROUND CONTROL ALSO ABOUT THE BARON. GROUND CONTROL COMMENTED BACK THAT THE PILOT OF THE BARON WAS A LOCAL PILOT THEY KNEW AND THIS WAS PART OF HIS NORMAL ROUTINE. WE WERE JUST SOUTH OF TAXIWAY HOTEL ON ALPHA WHEN WE NOTICED THE BARON ON RWY 19L PERFORMING A TOUCH-AND-GO. THE BARON ROTATED BETWEEN TAXIWAYS JULIETTE AND HOTEL. AT THIS TIME THE PILOT OF THE BARON RECKLESSLY DIPPED THE LEFT WING OF HIS BARON TOWARDS US AND THEN LEVELED IT BACK OUT. HE WAS APPROXIMATELY 10 FT AGL WITH HIS LANDING GEAR IN THE RETRACTION MODE. IT SEEMED THAT THIS RECKLESS MANEUVER WAS INTENTIONAL TOWARDS US SINCE THERE WAS NO OR VERY LITTLE CROSSWIND THAT WOULD CAUSE HIM TO DIP A WING IN THAT FASHION. WE WERE HIGHLY CONCERNED ABOUT THIS RECKLESS STUNT SINCE IT ENDANGERED THE LIVES OF OURSELVES; OUR CREW AND OUR PASSENGERS. WE REQUESTED THE PHONE NUMBER OF THE TOWER FROM GROUND CONTROL AND CONTINUED TO TAXI TO OUR GATE. AFTER ARRIVING AT OUR GATE; THE CAPTAIN CALLED THE TOWER FROM OUR COMPANY OPERATIONS OFFICE. I PROCEEDED TO WALK AROUND AND PREFLIGHT OUR AIRCRAFT FOR THE NEXT DEPARTURE. AT THIS TIME I OBSERVED THE BARON ON A FEW LOW PASSES AND TOUCH-AND-GOES ON RUNWAY 19L. HIS PATTERN WAS KEPT IN VERY TIGHT; WITHIN A HALF MILE OF THE RUNWAY. HIS PATTERN ALTITUDE WAS APPROXIMATELY 500 FT AGL. HIS TURNS FROM BASE TO FINAL WEREAPPROXIMATELY 100 TO 300 FT AGL. A COUPLE OF TIMES HE WAS STILL ROLLING OUT TO WINGS LEVEL AS HE WAS IN THE FLARE TO LAND. THESE SEEMED TO BE DANGEROUSLY RECKLESS OPERATIONS WHILE OTHER COMMERCIAL AIRCRAFT WERE ON FINAL APPROACH. I FEEL THAT OUR LIVES; THE LIVES OF OUR CREW; AND THE LIVES OF 150 PASSENGERS WERE DANGEROUSLY PLACED INTO JEOPARDY TWICE BY THIS BARON. THIS PRACTICE IS TOTALLY UNAUTHORIZED AND UNACCEPTABLE. APPARENTLY THERE WAS A LACK OF PROFESSIONALISM AND SELF-CONTROL ON THE PART OF THE PILOT. I FEEL THAT IF THIS PRACTICE CONTINUES; IT IS JUST A MATTER OF TIME BEFORE AN ACCIDENT OCCURS. BY THE RECOGNITION OF THE CAPTAIN AND MYSELF IN WHICH THE BARON WAS DANGEROUSLY CLOSE TO OUR AIRCRAFT AND WAS PERFORMING RECKLESS OPERATIONS OF HIS AIRCRAFT.

Data retrieved from NASA's ASRS site as of January 2009 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.