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.

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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.