Light Transport; Low Wing; 2 Turbojet Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 7.9
Communication Breakdown
Airspace Violation All Types; Conflict Airborne Conflict; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Separated Traffic
Procedure; Airspace Structure; Human Factors
I was working Local 1 and Aircraft X checked onto my frequency; I noticed that Aircraft Y was 2-3 miles south west at 1;000 feet heading towards the final northeast bound.  My Assist had just accepted an automated point out less than a minute before Aircraft X checked on my frequency.  I then issued traffic to Aircraft X and at the same time my Assist was asking the SCT sector controlling Aircraft Y what he was doing.  I then noticed that Aircraft Y was still on course to cross the final at about 4 to 5 miles from the airport at 1;000 feet. Aircraft X was at 2;200 feet when I gave a traffic alert traffic call that I will admit I messed up a bit; however; I tried to correct my mistake as best as I could while keyed up. Aircraft X crossed over Aircraft Y at 1;700 feet; while Aircraft Y was at 1;000 feet.Anytime an aircraft will be operating on a final at an altitude that may affect arriving aircraft; it should be verbally coordinated between controllers along with the positive control of the point out aircraft; ensuring that it does not affect any aircraft on the final.
I was working Local Assist.  SoCal Tustin Sector initiated an automated point out on Aircraft Y.  Automated point outs are only allowed by LOA with LGB arrivals; yet SCT often uses this procedure for other things. Aircraft Y was a VFR working in Region 23.  Controllers at SNA are not trained on the Aircraft Y regions.  In two years I have only seen north-south passes; this is the first time I have ever seen east-west passes.  I accepted the VFR automated point out and assumed it would be north-south passes as every time before.  Shortly after I observed on radar Aircraft Y continuing east and approaching the SNA final approach with Aircraft X about 4 miles north descending on the approach.  I called Tustin Sector and asked how much farther east was Aircraft Y going.  He said; 'Another 5 miles and it's Region 23.'  The Controller also said; 'I told Aircraft X to maintain 3;000 until established and issued traffic.'  The traffic call did no good as the cloud bases were 1;700 and Aircraft X was at that time IMC.  My Local Controller reissued traffic to Aircraft X twice.  Aircraft X passed directly over Aircraft Y by about 600 feet. I had expectation bias expecting Aircraft Y to do what I had seen before.  Also I failed in taking an automated point out on an aircraft not included in the LOA to use automated point outs.  I believe SCT also failed in not controlling the situation and not resolving the conflict.  We do have an Aircraft Y region map but it's in a binder at the OS/CIC desk.  This map should be moved to the Local or Local Assist position and placed under the glass on the counter so we can quickly reference the regions. This is generally a continuing problem at SNA VFR/IFR separation between overflights and SNA arrivals and departures.  I believe greater care needs to be taken by SCT when transiting VFRs through the arrival or departure corridors at SNA.  Because SCT has seemed unable or unwilling to control VFRs I have proposed to some people at SNA that SNA Tower work this transitions at our radar advisory position perhaps a few miles farther than the Class C so that we can protect the arrivals and departures better that SCT seems able to do.
SNA Tower controllers report of a conflict on final due to a VFR aircraft coming in close proximity to IFR arrival into SNA.