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Home My WebLink AboutPA2024-0069_2025.05.23_Draft EIR_Appendix M. Aircraft Hazard AssessmentJohnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Technical Memorandum To: Steve Coyne, Back Bay Barrels LLC – 3857 Birch Street #521 Newport Beach, CA 92660 From: Nick Johnson, Johnson Aviation, Inc. Date: December 6, 2024 Subject: Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis – Snug Harbor Project A. Introduction This technical memorandum is prepared for the Snug Harbor Project located at 3100 Irvine Avenue in the City of Newport Beach (Project). John Wayne Airport (SNA or Airport) property is located approximately 2,700 feet to the north of the Project site. This technical memorandum compiles the publicly available and relevant information related to the Aircraft Hazard and Land Use Risk Assessment and Wildlife Hazard Management Analysis for the Project. Information presented in the Airport Environs Land Use Plan (AELUP) for SNA is also reviewed, specifically as it relates to aviation safety and aircraft overflight. Additionally, a solar photovoltaic (PV) glare analysis was completed and is provided in a separate Technical Memorandum. B. Project Description The Project site is located at 3100 Irvine Avenue and the northern boundary of the City of Newport Beach, near the California 73 Toll Road (SR73) and the California 55 Freeway (SR 55); between Irvine Avenue and Mesa Drive. John Wayne Airport property is located approximately 2,700 feet to the north (Figure 1). Figure 1 - Project Site Project Site John Wayne Airport Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 2 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Commercial office buildings adjoin the Project site to the east, and the Newport Beach Santa Ana Heights Fire Station and Training Center is located adjacent to the southeast corner of the Project site. The immediate surrounding area is largely built-out with low-rise offices, commercial development, apartment complexes, and single-family residences. The Upper Newport Bay Nature Preserve is located approximately one-quarter mile to the south of the Project site. The Upper Newport Bay State Marine Conservation Area, San Diego Creek and Irvine Ranch Water District (IRWD) San Joaquin Marsh & Wildlife Sanctuary are located south, southeast and east of the Project site, respectively. The proposed Project site is approximately 15.38 acres and would replace an existing driving range and three holes of golf (golf course holes 1, 2, and 9), which are a part of the larger Newport Beach Golf Course. The Project elements would include a new surf lagoon, associated outdoor recreation, and ancillary uses. The focal use of the Snug Harbor Project is a proposed seven-acre surf lagoon. The lagoon would be divided into four distinct areas including two outside surf breaks for left and right experienced surfers as well as two inside breaks (smaller waves) for left and right beginning surfers. Snug Harbor would include a variety of amenities ancillary to the surf lagoon such as health and fitness facilities, a surf-related retail store, locker rooms, storage lockers, and food service. The Site Plan is shown in Figure 2. The Project site is within the AELUP notification area for John Wayne Airport as shown in Figure 3. Figure 2 – Project Site Plan The proposed main building would be three levels with a basement. The amenities that are open to the public would be primarily located on the first floor and a portion of the second floor with the third floor reserved for staff and member use only. The basement level would contain maintenance and storage related uses. A second building located at the southeast corner of the Project site would house 20 Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 3 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com bungalow-style athlete accommodations. The general space plan for these two buildings is shown on Table 1. The proposed Project would have a maximum main building height of 48 feet and the proposed athlete accommodations building would have a maximum height of 38 feet. A use permit would be required to address the proposed heights. A collection of solar panels located in the major parking areas (as carports) and on the building and patio shade structures would provide power for the wave machine as well as water heating for the lagoon. Table 1 – Building Area Summary The City’s General Plan designation for the Project site is Parks and Recreation (PR), which applies to land used or proposed for active public or private recreational use. Permitted uses include parks (both active and passive), golf courses, marina support facilities, aquatic facilities, tennis clubs and courts, private recreation, and similar facilities. The proposed outdoor recreation use is consistent with the Parks and Recreation General Plan land use designation, which allows for public and private recreational uses. The Project site is also located within the Santa Ana Heights Specific Plan, which provides the zoning regulations for the property. The zoning designation for the Project site is Open Space/Recreation (OS/R). Permitted uses, subject to a use permit, include golf courses and outdoor commercial recreation. The Specific Plan provides for a building height maximum of 18 feet unless a use permit is approved. Main Building Ba sement 4 ,08 5 s f Staff Area, mechanical Lev el I I ,83 0 sf Surf academy, change room and locker room, food and beverage se1vice, smf shop Lev el 2 15 ,324 sf Fitness , members locker room and lounge, spa Lev el 3 11 ,982 sf Operations, recording sh1dio , VIP suites Tota l 49 ,221 sf Athlete Accommodations Lev el I 4 , 16 s f 10 units Lev el 2 4 ,7 16 s f 10 units Tota l 9,432 s f Tota l Building Area 5 8,6 53 sf 20 u nits Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 4 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 3 - Project Site and AELUP Notification Area Project Site AELUP Notification Area for JWA Note: County Unincorporated areas are shown in white. FAR PART 77 Notification Area for John Wayne Airport: 20,000' Radius at 100:1 Slope Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 5 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com C. John Wayne Airport Accidents The 2011 California Airport Land Use Planning Handbook (Handbook) is the guiding land use document under State law1. To better define accident risk near airports in the Handbook, and recommend airport safety zones and compatibility criteria, aircraft accident research was completed in 2002 and 2010. The results of this research can be found in Appendix E of the Handbook. The 2002 research analyzed accident data between the years 1983 and 1992. The 2010 research is an update to the information provided in the 2002 Handbook and focuses on accidents that occurred between the years 2000 and 2009, exclusively in California (research in 2002 focused on accident data nationwide). This research is important from a land use planning perspective, because the risk associated with where accidents may occur in the future based on where they have occurred in the past, comes down to frequency and consequences. It’s also the first step in creating and justifying airport safety compatibility zones. These two studies form the basis for the recommended safety compatibility zones in the 2011 Handbook. Some of the major findings from the research in the 2002 Handbook and 2011 Handbook are as follows2: • Over two-thirds of both general aviation (68%) and commercial (67%) aircraft accidents take place on an airport. • Another 3% of general aviation and 7% of commercial aviation are enroute accidents— defined as ones occurring more than 5 miles from an airport. • 29% of general aviation and 26% of commercial aviation accidents can be classified as airport- vicinity accidents—within 5 miles of an airport. • Three-fourths (77%) of all general aviation landing accidents occur during touchdown or roll-out (usually hard or long landings, ground loops, etc.). The remaining 23% of general aviation landing accidents take place in the landing pattern, on final approach, or during a go-around attempt. • Accidents on or near the runway range from 64% for air carrier operations, to 51% for commuter operations, to 58% for air taxi operations. • Accident sites tend to be fairly close to the extended runway centerline and closer to the runway end than at points farther away. • The greatest proportion of general aviation takeoff/departure accidents (some 65%) take place during the initial climb phase. • For single-engine airplanes, a high percentage of accidents can be expected to occur within 7,000 to 9,000 feet of the start of takeoff roll. • For multi-engine airplanes, including jets, a high percentage of accidents can be expected to occur within 5,000 to 10,000 feet of the start of takeoff roll. • Approximately 86% of all general aviation accidents and 61% of commercial aircraft accidents take place during dawn, daylight, or dusk with about 14% of general aviation accidents and 39% of commercial aviation accidents occurring in hours of darkness. 1 California Public Utilities Code, Section 21674.7(a). 2 This data is summarized from the 2011 California Airport Land Use Planning Handbook, Appendix E. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 6 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com A review of aircraft accidents at John Wayne Airport as found in the National Transportation Safety Board (NTSB) database 3 indicates that there have been 66 accidents investigated by the NTSB at SNA between 1982 and 2024 (through October 9th, 2024). Of the investigated accidents, 14 were fatal and 57 (90%) occurred during the takeoff, climb, approach, landing or traffic pattern phase of flight. Of the fatal accidents, one person on the ground sustained minor injuries. Nine accidents (9%) were caused by wake turbulence. Wake turbulence is a type of turbulence created by the wings of a heavy aircraft, like a commercial jet, and can linger for a significant amount of time after the passage of the aircraft, sometimes more than a minute. This type of turbulence can seriously upset or invert a smaller aircraft that encounters it, either in the air or on the ground. Over the 42-year review period, five fatal accidents involving aircraft using SNA were generally located south of the Airport and within 3.5 miles. During this same period, over 15 million aircraft operations took place at SNA (0.033 fatal accidents per 100,000 aircraft operations). The five fatal accident sites south of the Airport are shown in Figure 4 and described in more detail below. Most recently, on January 30, 2018, a private helicopter pilot departed with three passengers on a cross- country flight. The helicopter reached a maximum altitude of 500 feet mean sea level (MSL) before it entered a rapid descent and impacted homes in Newport Beach (Egret Court near Shearwater Place in the Bayview Terrace community) and the ground less than one mile from the Airport on a southeasterly heading. There were three fatalities, one person seriously injured and one person on the ground sustained minor injuries. On November 21, 2010, during a cross-country flight at night, the pilot contacted air traffic control (ATC) that the Beech 19 aircraft had run out of fuel. The pilot was unable to reach the Airport and landed in an ecological reserve at “Back Bay”, south of the Airport, in about three feet of water. The accident resulted in three fatalities. On March 31, 1989, a Piper aircraft took off from the Airport with a trail of black smoke, as per several witnesses. The aircraft staggered off the ground and never got above 100 feet above ground level (AGL). The pilot contacted ATC that the aircraft was coming back to the runway, but shortly thereafter entered a steep left turn, stalled and crashed into tennis courts (Newport Beach Tennis Club) approximately two nautical miles (nm) from the Airport. The accident resulted in five fatalities. On December 19, 1985, a Piper aircraft on a cross country flight from San Diego to Torrance declared an emergency because the engine had quit and requested vectors to the Airport. The pilot received clearance to land on either runway but three minutes later told ATC that he did not think he was going to reach the Airport. The aircraft subsequently collided with trees, a house, and a fence in a residential area approximately three nm from the Airport. The accident resulted in one fatality. On October 7, 1984, shortly after takeoff, the propeller separated from a Beech aircraft. The aircraft continued to climb straight ahead and then was observed in a steep left turn and crashed into the roof of a building approximately one quarter mile southeast of the Airport. There was one fatality. 3 https://www.ntsb.gov/Pages/home.aspx Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 7 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 4 – Accidents South of Airport and Within Approximately 3.5 Miles. The historical accident data at SNA is in line with the major findings from the research in the 2002 Handbook and 2011 Handbook. A summary of the accidents reported in the NTSB database is provided in Appendix A of this Report. The full NTSB reports for the five accidents south of the Airport and within 3.5 miles can be reviewed in Appendix B. The California Airport Land Use Planning Handbook requires the assessment of historical accident data at an airport as a first step in defining airport safety zones within an airport land use compatibility plan. Each safety zone carries a certain level of risk and this risk is addressed by land use and density/intensity policies. The Orange County Airport Environs Land Use Plan for John Wayne Airport (AELUP) was last amended April 17, 2008, by the Airport Land Use Commission (ALUC). The AELUP intends to safeguard the general welfare of the inhabitants within the vicinity of the airport, “to protect the public from the adverse effects of aircraft noise, to ensure that people and facilities are not concentrated in areas susceptible to aircraft accidents, and to ensure that no structures or activities adversely affect navigable airspace”. Safety and compatibility zones “depict which land uses are acceptable and which are unacceptable in various portions of airport environs. The purpose of these zones is to support the continued use and operation of an airport by establishing compatibility and safety standards to promote air navigational safety and to reduce potential safety hazards for persons living, working or recreating near JWA”. The John Wayne Airport Safety Compatibility Zones were developed using the California Airport Land Use Planning Handbook (Handbook) January 2002 Edition. As noted previously, the Handbook was updated in 2011 but there has not been a subsequent update to the AELUP. Project Site John Wayne Airport Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 8 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com The Project site is located within the AELUP Safety Zones 2, 4, and 6 as shown in Figure 5. The AELUP uses further descriptions from the 2002 Handbook to define safety risk and basic land use compatibility in these zones. For the purpose of this analysis, descriptions from the most current 2011 Handbook are used. As shown in Figure 6, Zone 2, the Inner Approach/Departure Zone, poses a higher risk to persons in the area for aircraft accidents. Aircraft are typically overflying this zone at lower altitudes and emergency landings from straight out departures can be more prevalent in this zone than in other zones. Figure 7 shows a summary of accident risk and land use compatibility for Zone 4, the Outer Approach/Departure Zone. This zone has moderate aircraft accident risk; aircraft emergencies can occur over this area approximately two to six percent of the time. Zone 6, the Traffic Pattern Zone, is shown in Figure 8. This zone has the lowest risk for aircraft accidents and no land use is prohibited. Figure 5 - Project Site and AELUP Safety Compatibility Zones Project Site Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 9 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 6 – Zone 2 Risk and Compatibility Natu re of Ris k ■ Normal Maneuvers • A i rc raft overfly ing at low altitudes o n fi nal approach a nd stra ig ht-out departures ■ Altitude • Between 200 and 400 feet above ru nway ■ Common Acc ident Types • Arrival : S im ilar to Zone 1, ai rcraft unde r-shooting app roach es , forced short landi ngs • Departure : S imilar to Zone 1 , emergency la nding on stra igh t-out departu re ■ Risk Leve l • Hig h • Pe rcentage of ne ar-ru nway accidents in t h is zone : 8% -22% Basic Com patib ility Po li cies ■ Normally Allow • Agriculture ; no n-gro up recreationa l uses • Low-haza rd materia ls sto rage , ware ho uses • Low-intens ity light i nd ustrial u ses ; auto , aircraft, ma ri ne re pa ir serv ices ■ Lim it • Si ng le-story offi ce bu ild ings • No nres idential uses to activitie s that attract fe w peop le ■ Avoid • A ll reside ntial uses except as infill in developed areas • Mu lt i-story uses ; uses with high d ensity or intens ity • Shopp ing ce nters , most eating estab lishme nts ■ Pro hibit • Theate rs , meeting ha lls and other assemb ly uses • Office buildings greate r than 3 stories • Labor-intens ive ind ustrial uses • Ch ild ren 's schoo ls, large daycare centers , hosp ita ls, nu rsing homes • Stad iums, group re creationa l uses • Haza rd ous uses {e .g . abovegro und bulk fue l storage) Fl NA L APPROACH 4 6 6 5 5 Refer to C hapter 3 for d imensions. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 10 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 7 – Zone 4 Risk and Compatibility Na ture of Risk ■ Normal Maneuvers • Approaching ai rcraft usually at less than traffic pattern altitude . Particularly appl icab le for busy general aviation runways (because of e longated traffic pattern), runways with stra ight-in instrument approach procedu res , and other runways where stra ight-in or stra ight-out flight paths are common ■ A lt itude • Less than 1,000 feet above runway ■ Common Accident Types • A rrival : Pi lot undershoots runway during an instrument approach , aircraft loses eng ine on approach , forced landing • Departure : Mechanica l fa ilu re on takeoff ■ Risk Level • Mode rate • Percentage of near-runway accidents i n t his zone: 2% -6% Bas ic Com pa ti bility Po l ici es ■ Normally Allow • Uses allowed in Zone 3 • Restaurants , re tail , industrial ■ Lim it • Residential uses to low density ■ Avoid • H igh-in tensity re ta il or offi ce build ings ■ Pro hib it • Children 's schoo ls , large dayca re cente rs, hospita ls , nu rsing homes • Stad iums , group recreationa l uses ■ Ot her Factors • Most low to moderate intensity uses are acceptable . Restrict asse mb lages of people • Consider po tenti al airspace protection hazards of certain ene rgy/industrial projects LONG FIN A L 4 6 6 5 5 Refe r to Chap ter 3 fo r dime nsions. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 11 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 8 – Zone 6 Risk and Compatibility Level of Risk at Project Site The first step to understanding level of risk more specifically, and at the Project site, is to review aircraft operations and runway use at SNA. The most recent FAA Terminal Area Forecast (TAF), issued January 2024, notes that there were 328,889 total operations at SNA in 2022, and 367 based aircraft. Air carrier operations accounted for 93,918 of those operations, 444 of those operations were military, and the rest were attributed to general aviation. The John Wayne Airport General Aviation Improvement Program (GAIP) Environmental Impact Report (EIR) further broke down its operations data by fleet mix for its “existing conditions”, which were based on the year 2016: In 2016, there were 284,246 aircraft operations at JWA. Of these operations, 91,522 were large and regional jets, 9,798 were turbo prop aircraft, 31,712 were business jets, and 3,862 were helicopter. The remaining 147,352 were propeller driven aircraft. In summary, there are 91,522 commercial operations and 192,724 general aviation operations at JWA. Na t ure of Risk ■ Normal Maneuvers • Aircraft within a regu lar traffic pattern and pattern entry routes ■ Altitude • Rang ing from 1,000 to 1,500 feet above runway ■ Common Accident Types • Arrival : Pattern accidents in prox imity of airport • Departure Em e rgency landings ■ Risk Level • Low • Percentage of near-runway acc idents in this zone: 18% -29% (pe rcentage is high because of large area encom passed) Bas ic Compatib ility Pol icies ■ Normally Allow • Residentia l uses (however, no ise and overfl ight impacts s hould be considered whe re amb ient noise levels are low) ■ Li mit • Chi ldren's schools , large day ca re centers , hospitals , and nursing homes • Processing and storage of bu lk quantities of highly hazardous materials ■ Avo id • Outdoo r stadiu ms and s imilar uses with very high intensities ■ Prohibit • None IN TRAFF IC PATTE RN 4 6 6 5 5 Refe r to Chap ter 3 for dime nsions. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 12 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com The EIR states the following with regards to operations and runway use at SNA based on existing conditions (2016): The flight paths at JWA are well established to take advantage of the runway configuration and prevailing wind conditions. Runway 20R/02L is approximately 5,700 feet long and is the only runway suitable for larger commercial aircraft. With winds predominantly coming from the ocean, aircraft typically depart to the southwest and arrive from the northeast about 95 percent of the time with slight variations from year to year. The reverse (depart to northeast and arrive from southwest) occurs primarily when Santa Ana wind conditions occur, but there are times where winds aloft, or other weather conditions may cause operations to go into reverse. Departures to the southwest proceed one (1) nautical mile and turn left approximately 20 degrees to generally follow Newport Bay. Arrivals use a straight in approach from the northeast to Runway 20R, generally lining up with the runway centerline over Anaheim Hills. Additionally, aircraft arriving from the northwest arrive from the ocean over Huntington Beach on a downwind path that is parallel to JWA after which a right base leg turn to Runway 20R begins. This turn begins anywhere over a wide area starting near South Coast Plaza extending to the Riverside Freeway. The EIR further noted that for existing conditions (2016), large jets, regional jets, and business jets, predominantly used Runway 20R for arrivals and departures. Runway 20L was predominantly used by general aviation prop-powered aircraft. Because the predominant direction of aircraft departing SNA is to the southwest and aircraft arriving into SNA is from the northeast (about 95 percent of the time), the Project area would mostly be exposed to overflight by aircraft departing SNA to the southwest, therefore accident risk over the Project area is also predominantly from aircraft departing SNA. As per accident trends, there is generally a lower rate of accidents that occur during takeoff (departure) versus during landing (on approach). At SNA, 10 of the 66 accidents reported by the NTSB between 1982 and 2024 occurred during the takeoff phase of flight. All of those ten accidents, except for one, were attributed to general aviation operations. The Handbook provides a plot of the approximate location of general aviation departure-related accidents for airports nationwide for the period 1983-1992 (shown as circles). That same plot in the Handbook also includes an analysis of 154 accidents in California between 2000 and 2009 (shown as X’s). That plot is shown in Figure 9, is lined up with Runway 20L, and shows the Project site and actual accident locations south of the Airport (within 7,500 feet from the departure end of the runway), for perspective. The plot is lined up with Runway 20L because that runway is used by general aviation aircraft approximately 50 percent of the time according to the EIR. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 13 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 9 – Handbook Accident Research and Project Site Using the accident data in the Handbook and from the NTSB database for SNA, it is possible to develop a rough order of magnitude estimate of accident risk at the Project site. There were no actual SNA-recorded accidents in the Project area, nor would any accidents have occurred in the Project area based on the 2011 Handbook accident research. Since there was a potential of one accident occurring in the Project area based on the 2002 Handbook research, for the purpose of this rough order of magnitude estimate, only the Handbook’s accident research between 1983 and 1992 is included (873 accidents). Approximately 1, or 0.115%, of the 873 total accidents represented in the 1983 to 1992 Handbook database would have occurred within the Project site. Over the most recent ten-year period, 2014-2024, SNA had 11 accidents listed in the NTSB database, however, only two occurred during the takeoff or departure phase of flight (the Project is located in the departure path of Runways 20R and 20L). During this same time period there were over 3 million aircraft operations at SNA. This is approximately a risk rate of 0.067 accidents per 100,000 aircraft operations. Combining these two figures (0.3 accidents per year) provides an estimate of the chances of an accident per year on the Project site as 0.035% per year. Considering that aircraft typically depart to the southwest about 95 percent of the time, brings the chances of an accident per year on the Project site to 0.033% per year. In terms of the annual risk to an individual on the Project site, if there is a 0.033% chance of an on-site accident per year, and as per the Handbook, approximately, 0.11% of general aviation aircraft accidents result in fatalities to people on the ground, this yields a 0.000036% chance of a fatality per year, or an approximate risk of 0.036 in 100,000 operations. Therefore, impacts from potential aircraft accidents would be less than significant. Project Site Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 14 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com D. Wildlife Hazard Management Analysis The 2011 California Airport Land Use Planning Handbook recognizes that “A variety of land uses, facilities, and structures on and near airports can create wildlife hazard attractants that pose a threat to aircraft operations. Examples of these include sanitary landfills, water management facilities, ponds built for recreational use, wetlands, agricultural areas, natural areas, and landscaping.” These areas may provide food and drinking sources, wildlife corridors, roost sites, migratory flyway stop over sites or numerous other functions that may benefit wildlife, while creating a hazard to aircraft operations. Parks and golf courses, with their large grassy areas and water features, may also act as attractants to wildlife. Special attention should be given to avoiding open sources of garbage and certain types of vegetation on these land uses near airport operations areas. Airport owners and project proponents are encouraged to assess potential wildlife hazard attractants on and near airports and to work to avoid or mitigate the establishment of non-compatible land uses. FAA Advisory Circular 150/5200-33C, Wildlife Hazard Attractants on and near Airports, recommends the use of minimum separation criteria for land uses that attract wildlife to the vicinity of airports; into, or across the airport’s approach or departure paths or aircraft operations areas. Generally, the FAA recommends a distance of 5 miles between the airport’s aircraft operations area and a wildlife attractant. Specifically, for airports serving turbine-powered aircraft, the FAA recommends a separation distance of 10,000 feet between an airport’s operations area and a wildlife attractant. Figure 10 depicts the FAA’s recommended separation standards. Whether these separation criteria are feasible, or not, airport operators, local land use planners and developers should give them consideration to determine whether a development plan has the potential to impact aircraft operations by attracting wildlife, whether design changes should be made, and whether any mitigation measures need to be enacted. For projects that are located within 5 miles of the airport’s aircraft operations area, the FAA may review development plans, however, the FAA is not a permitting agency for land use modifications, therefore their review is advisory in nature. FAA review can be initiated by using FAA Form 7460-1, Notice of Proposed Construction or Alteration. Project proponents can contact the appropriate FAA Regional Airports Division Office for assistance with the notification process prior to submitting Form 7460-1. The Newport Beach Golf Course, which is just south of SNA, is considered a wildlife attractant and the Snug Harbor surf lagoon would be situated on the northerly portion of the golf course. The surf lagoon would be located approximately 2,700 feet south of SNA and would be considered as having the potential to attract wildlife hazards. Water in general, is considered a wildlife attractant, however, this Project is a type of pool with no food sources or resting or nesting sites like those found in an ocean or the Upper Newport Bay ecological preserve. While the Project has the potential to be a wildlife attractant like the golf course, design, operational, and monitoring initiatives would mitigate most risk associated with attracting wildlife, therefore impacts would be less than significant. In reviewing the 66 accidents at SNA found in the National Transportation Safety Board (NTSB) database between 1982 and 2024, none were caused by a wildlife strike. In reviewing the FAA’s wildlife strike database4, there were 669 wildlife strike incidents reported for SNA between 1990 and 2024 (through June 2024). There was a total of 305,523 wildlife strike incidents across airports in the United States during the same time frame. 4 https://wildlife.faa.gov/search Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 15 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Figure 10 – FAA Recommended Wildlife Attractant Separation Distances Source: FAA Advisory Circular 150/5200-33B Project Design and Operation The Project proposes a new surf lagoon, associated outdoor recreation, and ancillary uses on approximately 15.38 acres. The Project would be part of the larger Newport Beach Golf Course. The Project is located approximately 2,700 feet south of SNA property, which is near the airport operations area. The Project site currently has approximately 75 trees growing along the perimeter of the property and the Santa Ana-Delhi Channel is located along the westerly Project site boundary. The northerly portion of the golf course, that would partially be converted to the Project use, also currently has a water feature. The focal use of Snug Harbor is a 7-acre surf lagoon. The lagoon would be divided into two outside surf breaks for left and right experienced surfers as well as two inside breaks (smaller waves) for left and right beginning surfers. The maximum number of participants in the lagoon is assumed to be 72 people with an average hourly usage of 35-45 people. The wave mechanics can be changed at any time to alter the wave experience of the lagoon. The hours of operation would be similar to the John Wayne Airport Commercial Curfew and General Aviation Noise Ordinance that restrict aircraft arrivals and departures. The presence PERIMETER A: For airports serving piston-powered aircraft, it is recommended hazardous wildlife attractants be 5,000 feet from the nearest aircraft operations area. PERIMETER B: For airports serving turbine-powered aircraft, it is recommended hazardous wildlife attractants be 10,000 feet from the nearest aircraft operations area . PERIMETER C: Recommended for all airports, 5-rnile range to protect approach, departure and circling airspace. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 16 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com of surfers and other users would further discourage bird use of the surf lagoon. Further, the lack of food sources in the surf lagoon would not create an attractant to sea birds and other large water fowl, particularly when compared to the rich sources of food and other attractants within the Upper Newport Bay Nature Preserve and Ecological Reserve, San Diego Creek and the San Joaquin Marsh & Wildlife Sanctuary. The outdoor areas of Snug Harbor would include seating and lounging areas around the surf lagoon, wave viewing platforms for spectators, private cabanas with bathrooms and showers, and three warming pools and a spa. Snug Harbor includes a variety of amenities ancillary to the surf lagoon such as health and fitness facilities, a surf-related retail store, locker rooms, storage lockers, and food service. The Project site would also house 20 bungalow-style athlete accommodations. Proposed beach theme native planting would surround the wave pool, and in adjacent outdoor areas would complement the parking lot and exterior landscape areas. The facility would employ approximately 50 full-time and part-time employees with a range of responsibilities from executive management to water safety to custodial and cleanliness duties. The surf- themed retail shop, restaurant and bar would staff additional employees based on volume and standards consistent with a high-end recreation facility. This level of human activity on the Project site would further discourage birds and wildlife on the property. Area Wildlife and Attractants As described in the John Wayne Airport General Aviation Improvement Program (GAIP) Environmental Impact Report (EIR), the Santa Ana River Basin, which feeds into the Santa Ana Delhi Channel and Newport Bay supports a variety of habitats and wildlife. Aquatic habitats, estuarine habitats, invertebrates, prey species used by waterfowl and other wildlife, marine habitats, vegetation (e.g., kelp), fish and shellfish and wildlife (e.g., marine mammals, waterfowl and shorebirds) are all present in these natural areas. The Airport’s Wildlife Hazard Management Plan (WHMP) identifies the following off-Airport Wildlife attractants: San Joaquin Marsh & Wildlife Sanctuary - Located one mile southeast of SNA on Irvine Ave, the San Joaquin Marsh encompasses 300 acres of land including San Diego Creek and coastal wetlands. The area serves as a key component for the Irvine Ranch Water District’s natural water treatment system. Facilities for the Audubon Society of Orange County are also located within this sanctuary. The University of California, Irvine is directly adjacent to the marsh sanctuary. Upper Newport Bay - Upper Newport Bay Nature Preserve and Ecological Reserve is located approximately one mile south of SNA and is directly underneath the departure path. The Back Bay consists of approx. one thousand acres of natural estuary coastal wetland consisting of salt marsh, mudflat, and marine habitats. Large mudflats with suitable loafing areas above high tide are desirable for migrating shorebirds and waterfowl. Sheltered waters provide foraging, spawning and nursery habitat for marine fishes. The land is managed by California Department of Fish & Wildlife. The Back Bay serves as a popular destination for outdoor recreational activities including running, biking, kayaking and bird watching. Newport Beach Golf Course - Located directly south of the runways, the Newport Beach Golf Course is an 18 hole public golf course that offers night play. While much of the land is privately owned, a portion of the course, between Irvine Ave and Bristol St., located directly south of the airport is leased from the Airport. Aside from the constantly maintained grass lengths, this property contains man-made bodies of water along with a storm water drainage canal running throughout. Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 17 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com The SNA WHMP identifies the migratory and resident species present on, or in the vicinity of the Airport, as shown in Figure 11. Figure 11 – SNA WHMP Migratory and Resident Problem Species Monitoring, Mitigation, and Communication The Newport Beach Golf Course is identified as a wildlife attractant in the SNA WHMP and the surf lagoon Project would be situated on the northerly portion of the golf course, therefore it would have the potential to attract wildlife. Water is also generally considered a wildlife attractant, however, this Project is a type of pool with no food sources or resting or nesting sites like the ocean or the Upper Newport Bay ecological preserve. Regardless, operators of the Snug Harbor surf lagoon should have protocols in place to monitor and manage any wildlife that presents itself on the property. As noted in FAA AC 150/5200-33C, the following management protocols should be considered for land uses in the vicinity of airports that have the potential of attracting wildlife that could impact aircraft operations: 1. Vegetation Management - Remove all unnecessary trees, shrubs, weeds, and plants. Avoid vegetation that is known to attract wildlife; that may provide food, water, cover, or a nesting site for wildlife. Vegetation that produces seeds, fruits, nuts, or berries, or that provides dense roosting or nesting cover should not be used. 2. Landscaping - Avoid landscaping that could become an attractant to wildlife. Avoid fruit bearing palm trees that can attract birds or remove fruit from these trees regularly. Avoid turf and ornamental landscaping. Disturbed areas or areas in need of re- vegetating should not be planted with seed mixtures containing millet or any other large seed producing grass. The FAA recommends consulting with a Qualified Airport Wildlife Biologist before finalizing the design of landscaping and wildlife management techniques. S~ecies Ca tego !}'. Fe d era l Pe rm it Federa l Pe rm it Reg u ired Obtained Eur o pea n Starl ings , Ho use Sparro w s and Roc k No N/A Pigeons Red-ta il ed Hawk s , Fe rr ug ino us Ha w ks , Red- sho uldered Ha w ks , Coope r's Ha w ks , Pereg rine Falcons *, Pra ir ie fa lcons , Amer ican Kestre ls , Osp rey s , Barn Ow ls , Great Ho rn ed Ow ls , Burrow ing Ow ls , T urk ey V ult ures , Ba rn Swa llo ws , Cli ff Swa llows , Ho use Finches , W este rn Kingbirds , Yes Yes Ho rn ed Larks , Northern Mock ingb ird s , Bre w er's Blac kbird s , Co mmon Ra ve ns , W este rn Meadow la rks , Mou rn ing Do ves , No rt he rn Pintai l, W himb re ls , Do uble -c reste d Co rm oran t s , Mall a rds , Cana da Geese , Great Eg rets , Great Blue Herons , Kill dee rs , and Ca l ifo rn ia Gu ll s. Red -w inged & Brewe r's B lack b ird s , Brow n-hea ded No N/A Cow birds and all Crows and Grac kles A ll species of ma mm als , i ncludi ng coyotes No N/A T hrea tened a nd Endangered species Yes No Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 18 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com 3. Buildings – Avoid structural design features that are attractive to wildlife. Buildings should not provide potential nesting, perching or roosting sites for birds and should not allow access for such mammals as coyotes, rabbits and rodents. Flat rooftops can be attractive for nesting, and light posts can provide loafing/hunting perches. Wire spikes or other cost-effective bird exclusion devices can be used on vertical uprights where feasible. 4. Ongoing Observations – Staff should be trained to conduct physical inspections of all property on a regular basis. Staff should understand control and communication techniques for detracting and removing wildlife or working with wildlife specialists on these techniques. The FAA’s Wildlife Hazard Management at Airports Manual 5 provides additional guidance for recognizing hazardous wildlife attractants, developing wildlife hazard management programs, wildlife hazard management training, and wildlife control strategies and techniques. While this manual is aimed at airport personnel, it is a good resource for any business operator that is proposing a use that has the potential for attracting wildlife in the vicinity of an airport. The FAA also recommends consulting with a Qualified Airport Wildlife Biologist before finalizing the design of landscaping and wildlife management techniques. Additionally, the County of Orange and the City of Newport Beach should be consulted for their own local recommendations related to vegetation, landscaping, and wildlife management. 5 https://www.faa.gov/airports/airport_safety/wildlife/management Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 19 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Appendix A – NTSB Accident Summary – John Wayne Airport (SNA) Appendix A - NTSB Accident Summary - John Wayne Airport (SNA) EventType EventDate City N HighestInjuryLevel FatalInjuryCount SeriousInjuryCount MinorInjuryCount ProbableCause Phase of Flight Accident Location Make Model AirCraftCategoryAirportID NumberOfEnginesScheduled PurposeOfFlightFAR AirCraftDamageWeatherConditionOperator ACC 2024-02-11T11:35:00ZSanta Ana N377YG Serious 0 1 1 Wake turbulence Approach North of 20L; descent into terrain; on airport property EVEKTOR-AEROTECHNIK A SHARMONY LSAAIR SNA 1 INST 91 Substantial VMC Sunrise Aviation Company ACC 2023-08-20T23:15:00ZSanta Ana N516AS None 0 0 0 Left main landing gear collapse after landing on 20R Landing - on runway On 20R BOEING 737-890 AIR KSNA 2 SCHD 121 Substantial IMC Alaska Airlines ACC 2023-04-01T13:43:00ZSanta Ana N1399U 0 0 0 The flight instructor’s failure to maintain clearance from a medium category commercial airliner which resulted in an encounter with wake turbulence and subsequent loss of control resulting in impact with terrain. Approach Approach to 20L, impact with terrain CESSNA 172M AIR KSNA 1 INST 91 Substantial VMC OC 172 GROUP LLC ACC 2022-07-01T18:21:00ZSanta Ana N480WN Serious 0 1 0 A flight attendant received a serious injury for undetermined reasons during a firm landing. Landing - on runway Landing on 20R BOEING 737-700 AIR sna 2 SCHD 121 None VMC SOUTHWEST AIRLINES CO ACC 2018-12-22T17:22:00ZSanta Ana N15321 None 0 0 0 A total loss of engine power due to a loose carburetor bowl. Landing - on taxiway Emergency landing on taxiway Piper PA28 AIR KSNA 1 INST 91 Substantial VMC TRC Holdings ACC 2018-09-03T15:37:00ZSanta Ana N401SH None 0 0 0 The flight instructor's delayed application of power during a power recovery following an autorotation, which resulted in an unrecoverable low rotor rpm during the landing flare and subsequent loss of control. Landing - on runway Uncontrolled landing on 20L Guimbal CABRI HELI SNA 1 INST 91 Substantial VMC One Above Aviation ACC 2018-08-05T12:29:00ZSanta Ana N727RP Fatal 5 0 0 The pilot’s failure to maintain adequate airspeed while maneuvering in the traffic pattern which resulted in an aerodynamic stall and subsequent spin at a low altitude, which the pilot was unable to recover from. Traffic pattern Airplane impacted a shopping center parking lot (South Coast Plaza) about 1.6 miles from the airport Cessna 414 AIR SNA 2 BUS 91 Destroyed VMC ACC 2018-01-30T14:50:00ZNewport BeachN7530R Fatal 3 1 1 The pilot's failure to perform weight and balance calculations before departing on the flight, which resulted in his operation of the helicopter outside of its published weight and balance limitations and a subsequent loss of control shortly after takeoff. Takeoff Rapid descent, impact into homes (Newport Beach) 1 mile from airport (southeasterly heading); one person on ground sustained minor injuries ROBINSON HELICOPTERR44 HELI SNA 1 PERS 91 Destroyed VMC ACC 2017-12-26T14:30:00ZSanta Ana N698MC None 0 0 0 The pilot’s failure to follow ground control instructions and to see and avoid ground obstacles while taxiing. Landing - off runway Aircraft ran off end of runway, made wrong turns and struck an unmanned guard shack CESSNA 182 AIR SNA 1 PERS 91 Substantial VMC HAC PROPERTIES LLC ACC 2017-07-26T19:45:00ZSanta Ana N7535G None 0 0 0 The pilot's failure to maintain helicopter control while maneuvering during takeoff. Takeoff Shortly after takeoff, helicopter rolled right and struck the ground ROBINSON HELICOPTER COMPANYR44 II HELI SNA 1 POSI 91 Substantial VMC Orbic Air LLC ACC 2017-06-30T09:35:00ZSanta Ana N87297 Serious 0 2 0 The pilot’s inability to maintain adequate airspeed after a loss of power to the right engine while maneuvering in the pattern to return to the airport. Contributing to the accident were the loss of power to the right engine for reasons that could not be determined and the pilot’s improper decision to turn toward the inoperative engine during the return flight to the airport. Traffic pattern During emergency landing for 20R, aircraft turned right to final approach then left before impacting freeways center median CESSNA 310R AIR SNA 2 PERS 91 Substantial VMC ACC 2012-06-09T12:22:00ZSanta Ana N5211Y None 0 0 0 The pilot’s failure to compensate for the gusting wind and failure to maintain airplane control during the approach to land. Landing - off runway Pilot attempted to land then go around because of gust and collided with taxiway sign CESSNA AIRCRAFT CO162 AIR SNA 1 PERS 91 Substantial VMC Orange County Flight Center ACC 2012-01-07T17:28:00ZSanta Ana N580TC None 0 0 0 The pilot’s failure to review or execute any applicable checklist procedures or troubleshoot or take corrective action before landing despite indications that the landing gear was not extended. Contributing to the accident were the pilot’s misunderstanding of the air traffic controller’s communication that the landing gear was not extended, his desire to land quickly, and an undetermined electrical system anomaly. Landing - on runway Pilot landed aircraft on runway (20L) with landing gear retracted BEECH 58P AIR SNA 2 PERS 91 Substantial VMC ACC 2011-01-21T14:57:00ZSanta Ana N47589 None 0 0 0 The failure of the left main landing gear due to the lack of lubrication. Landing - on runway Pilot landed (20L) and left main landing gear collapsed PIPER PA-28-201TAIR SNA 1 PERS 91 Substantial VMC Employ/Ease Inc. ACC 2010-11-21T18:44:00ZNewport BeachN6064N Fatal 3 0 0 The pilot's inadequate fuel planning, which resulted in a total loss of engine power due to fuel exhaustion. En route Pilot was unable to reach airport and landed in ecological reserve in three feet of water BEECH 19A AIR SNA 1 PERS 91 Substantial VMC ACC 2007-12-31T13:15:00ZSanta Ana N2800D None 0 0 0 The failure of the student to maintain directional control during landing and the flight instructor's inadequate supervision of the flight. Landing - on runway During landing roll (20L) airplane yawed to the right and entered ground loop which collapsed left main landing gear Piper PA-12 AIR SNA 1 INST 91 Substantial VMC Appendix A - Page 1 of 5 Appendix A - NTSB Accident Summary - John Wayne Airport (SNA) EventType EventDate City N HighestInjuryLevel FatalInjuryCount SeriousInjuryCount MinorInjuryCount ProbableCause Phase of Flight Accident Location Make Model AirCraftCategoryAirportID NumberOfEnginesScheduled PurposeOfFlightFAR AirCraftDamageWeatherConditionOperator ACC 2007-10-29T13:58:00ZSanta Ana N800CC None 0 0 0 The failure of the pilot-in-command to follow procedures stipulated in the airplane flight manual regarding brake cooling time periods. Factors contributing to the accident were the intentional aborted takeoffs which resulted in the hot brakes, and the subsequent landing gear tire bursting. Takeoff - on runway Pilot aborted takeoff eventually traveling into the overrun area at the end of Runway 20R Raytheon Corporate JetsHawker 800XPAIR SNA 2 EXEC 91 Substantial VMC Charter Communications Holding Co ACC 2003-09-29T17:00:00ZSanta Ana N9564B None 0 0 0 the failure of the right main landing gear pivot assembly.Landing - on runway Right landing gear failed, pilot landed Runway 20R Cessna 172RG AIR KSNA 1 PERS 91 Substantial VMC ACC 2003-05-20T12:10:00ZSanta Ana N692AA None 0 0 0 the vehicle driver's failure to deploy the parking brake or use wheel chocks to secure the vehicle prior to leaving it unattended.On Taxiway Crash fire rescue truck rolled into aircraft on taxiway waiting on tower instructions Boeing 757-223 AIR SNA 2 SCHD 121 Substantial VMC ACC 2002-12-16T15:30:00ZAnaheim HillsN6268P Fatal 2 0 0 the pilot's encounter with forecast severe turbulence during an inadvertent penetration of an intense weather cell, which resulted in the pilot exceeding the design structural limits of the airplane. A factor in the accident was the pilot's inadequate preflight planning and preparation, and his failure to obtain a complete weather briefing. En route On approach to 20R, collision with terrain and homes in Anaheim Hills Piper PA-24-250 AIR SNA 1 PERS 91 Destroyed IMC ACC 2002-11-07T14:40:00ZSanta Ana N3373C Serious 0 2 0 The pilot's encounter with wake turbulence resulting in a loss of control. A related factor was insufficient separation by air traffic control.Approach On approach to 20L airplane impacted ground short of runway Beech 35 AIR SNA 1 PERS 91 Substantial VMC ACC 2002-02-02T19:23:00ZSanta Ana N4458S None 0 0 0 the pilot's failure to remain above the landing Boeing 757's glide path resulting in an encounter with wing tip vortices (wake turbulence), a loss of directional control after touchdown, and collision with taxiway signs.Approach Airplane landed hard on runway (20R) and hit two taxkway signs Beech 58P AIR SNA 2 PERS 91 Substantial VMC ACC 2000-06-21T18:28:00ZSANTA ANAN7598D None 0 0 0 The loss of engine power during the initial takeoff climb, at too low an altitude to afford remedial action, because of an ingested valve, and the airplane's subsequent collision with the ground adjacent to the runway.Takeoff Pilot was forced to do an emergency landing in between runways Cessna 172N AIR SNA 1 INST 91 Substantial VMC SUNRISE AVIATION ACC 1999-12-23T13:14:00ZSANTA ANAN87WA, N43793None 0 0 0 The pilot's failure to maintain an adequate obstruction clearance while taxiing.On Taxiway Aircraft collided on taxiway Pitts, Piper S-2B, PA-28R-201AIR,AIR SNA 1,1 PERS,PERS 91,091 Minor,SubstantialVMC DORIAN CHRISTIAN VINIEGRA, ACC 1999-05-21T20:08:00ZSANTA ANAN51641 None 0 0 0 The pilot's failure to maintain directional control and his excessive use of the rudder to regain runway alignment.Landing - on runway Pilot ground looped aircraft after landing 20L Maule M-5-210C AIR SNA 1 PERS 91 Substantial VMC ACC 1998-06-23T17:07:00ZSANTA ANAN67421 Fatal 1 0 0 The failure of the pilot-in-command to identify a proper touchdown point on the runway and maintain an appropriate glidepath so as to remain clear of vortex turbulence (wake turbulence) from the preceding large aircraft. A factor in the accident was the pilot's failure to initiate a go-around in the known presence of vortex turbulence.Approach Impact short of Runway 20L Cessna 152 AIR SNA 1 INST 91 Destroyed VMC ACC 1997-08-11T11:39:00ZSANTA ANAN9328A Serious 0 1 0 Water contamination in the fuel system due to the failure of the mechanic who performed the last annual inspection to adequately comply with the AD which required inspection of the fuel tank filler area for proper sealing, and the pilot's inadequate preflight inspection.Approach On approach to 20R, emergency landing in an auto parking lot and impact with ground obstructions one mile north of SNA Cessna 195 AIR SNA 1 PERS 91 Substantial VMC Appendix A - Page 2 of 5 I Appendix A - NTSB Accident Summary - John Wayne Airport (SNA) EventType EventDate City N HighestInjuryLevel FatalInjuryCount SeriousInjuryCount MinorInjuryCount ProbableCause Phase of Flight Accident Location Make Model AirCraftCategoryAirportID NumberOfEnginesScheduled PurposeOfFlightFAR AirCraftDamageWeatherConditionOperator ACC 1996-11-30T14:07:00ZIRVINE N2TE Fatal 3 0 0 The pilot's failure to maintain an adequate airspeed margin while maneuvering in a steep banked turn to the landing runway, which resulted in an inadvertent stall/spin. Factors in the accident were: the pilot's inadequate preflight inspection of the aircraft in that he departed with the boarding ladder attached to the aircraft's exterior; the pilot's inadequate in-flight planning in that he flew a traffic pattern so close to the runway that it required excessive bank angles to align the aircraft with the landing runway; and the aircraft's probable encounter with the periphery of a weakened B-757 wake turbulence, which increased the wing's angle of attack beyond the stall point at a critical point during a steep banked turn. Traffic pattern During emergency landing, aircraft crashed into an industrial building in Irvine about one mile from 20R landing threshold Morane-SaulnierMS760 II AIR SNA 2 PERS 91 Destroyed VMC ACC 1996-08-04T16:16:00ZSANTA ANAN8124S None 0 0 0 the pilot's decision to turn off the runway while at an excessive speed that did not allow him to maintain directional control of the aircraft. Landing - on taxiway Pilot veered off taxiway Piper PA-28-236 AIR SNA 1 PUBU 91 Substantial VMC ACC 1996-04-30T18:00:00ZSANTA ANAN9070N Serious 0 1 1 the pilot misjudged the helicopter's distance and altitude and failed to attain the proper descent rate. Landing Aircraft crashed about 20 feet short of Runway 20L Robinson R22 HELI SNA 1 PERS 91 Destroyed VMC ACC 1996-01-19T18:20:00ZSEAL BEACHN2476Y Minor 0 0 2 a total loss of engine power from an improperly installed magneto that separated from the engine housing due to fatigue from vibration. En route Unable to reach ground pilot ditched in ocean, 200 yards offshore at Seal Beach Piper PA-28-236 AIR SNA 1 PERS 91 Substantial VMC ORANGE CO. FLIGHT CENTER ACC 1995-11-10T10:00:00ZSANTA ANAN55152 None 0 0 0 The pilot's failure to maintain directional control which resulted in an inadvertent ground loop. The pilot's diverted attention while raising the flaps and pushing in the carburetor heat control was a factor in this accident. Takeoff Aircraft ground looped during takeoff from Runway 20L CESSNA 172 AIR SNA 1 PERS 91 Substantial VMC ORANGE COUNTY FLIGHT CENTER ACC 1995-09-30T21:19:00ZSANTA ANAN68225 None 0 0 0 the second pilot's failure to maintain directional control and the first pilot's improper supervision of the flight. Landing - on runway During landing roll (20R) pilot lost control and collided with an airport facility CESSNA 152 AIR SNA 1 PERS 91 Substantial VMC ACC 1995-08-27T14:20:00ZSANTA ANAN66758 None 0 0 0 the student's inadequate compensation for the existing crosswind condition, and his failure to raise the landing flaps and turn off the carburetor heat during the attempted go-around. Landing Pilot tried to go around but struck a runway sign off Runway 20L CESSNA 150M AIR SNA 1 INST 91 Substantial VMC ACC 1994-05-08T16:40:00ZSANTA ANAN8246B None 0 0 0 the pilot's failure to maintain directional control of the aircraft. A factor in the accident was the pilot's limited experience in conventional gear aircraft. Landing - on runway Pilot landed on 20L then lost directional control and aircraft ground looped CESSNA 172 AIR SNA 1 PERS 91 Substantial VMC WISE, JEFFREY A. ACC 1993-12-15T18:33:00ZSANTA ANAN309CK Fatal 5 0 0 THE PILOT-IN-COMMAND'S FAILURE TO MAINTAIN ADEQUATE SEPARATION BEHIND THE BOEING 757 AND/OR REMAIN ABOVE ITS FLIGHT PATH DURING THE APPROACH, WHICH RESULTED IN AN ENCOUNTER WITH WAKE VORTICES (wake turbulence) FROM THE 757. FACTORS RELATED TO THE ACCIDENT WERE: AN INADEQUACY IN THE ATC PROCEDURE RELATED TO VISUAL APPROACHES AND VFR OPERATIONS BEHIND HEAVIER AIRPLANES, AND THE RESULTANT LACK OF INFORMATION TO THE WESTWIND PILOTS FOR THEM TO DETERMINE THE RELATIVE FLIGHT PATH OF THEIR AIRPLANE WITH RESPECT TO THE BOEING 757'S FLIGHT PATH. Approach Aircraft on final approach to 20R crashed in vacant lot about 3.5 nm north of SNA Israel Aircraft Industries1124A AIR SNA 2 NSCH UNK 135 Destroyed VMC MARTIN AVIATION ACC 1993-11-18T12:07:00ZSANTA ANAN9620B, N97766None 0 0 0 were the other airplane's CFI's inadequate supervision of the flight, and his delay in taking remedial action. On runway Aircraft holding at runway approach end was struck by another aircraft CESSNA, CESSNA172RG, 172PAIR,AIR SNA 1,1 INST,INST 91,091 Substantial,MinorVMC ,AMERICAN FLYERS Appendix A - Page 3 of 5 Appendix A - NTSB Accident Summary - John Wayne Airport (SNA) EventType EventDate City N HighestInjuryLevel FatalInjuryCount SeriousInjuryCount MinorInjuryCount ProbableCause Phase of Flight Accident Location Make Model AirCraftCategoryAirportID NumberOfEnginesScheduled PurposeOfFlightFAR AirCraftDamageWeatherConditionOperator ACC 1993-02-24T14:43:00ZSANTA ANAN43Y None 0 0 0 THE PILOT'S INADEQUATE COMPENSATION FOR THE EXISTING WIND CONDITIONS AND HIS FAILURE TO MAINTAIN AN ADEQUATE APPROACH REFERENCE AIRSPEED. FACTORS IN THE ACCIDENT WERE THE PILOT'S LOW EXPERIENCE IN THE AIRCRAFT. Landing - on runway After landing aircraft veered off runway impacted signs and came to rest between runways BEECH A36 AIR SNA 1 PERS 91 Substantial VMC JAMES C. BUNNELL ACC 1992-11-20T18:20:00ZSANTA ANAN4766H None 0 0 0 THE PILOT'S IMPROPER LANDING FLARE, HIS IMPROPER BOUNCED LANDING RECOVERY TECHNIQUE, AND HIS INADVERTENT ENTRY INTO A STALL MUSH CONDITION. Landing - on runway Aircraft landed then pitched up and left then right wings hit runway and landing gear collapsed MOONEY M20J AIR SNA 1 PERS 91 Substantial VMC THE FLYING CLUB ACC 1991-03-11T18:18:00ZSANTA ANAN757XE None 0 0 0 THE PILOT'S IMPROPER INFLIGHT PLANNING WHICH RESULTED IN THE FLIGHT'S ENCOUNTER WITH WAKE TURBULENCE FROM A LANDING HEAVY TRANSPORT. Approach On approach to 20L aircraft rolled and struck runway CESSNA 152 AIR SNA 1 INST 91 Destroyed VMC SUNRISE AVIATION CO. ACC 1990-11-24T13:30:00ZSANTA ANAN2290C None 0 0 0 THE PILOT'S MISJUDGING THE DISTANCE BETWEEN THE AIRPLANE AND HANGAR. On Taxiway During taxi aircraft's wing struck hangar CESSNA T303A AIR SNA 2 PERS 91 Substantial VMC OSCAR DE LA CRUZ ACC 1990-11-11T15:20:00ZDANA POINTN30438 Minor 0 0 3 THE PILOT'S IMPROPER FUEL CONSUMPTION CALCULATIONS. En route Aircraft struck palm tree and crashed; 35 minutes after departing SNA for Fullerton CESSNA 177A AIR SNA 1 PERS 91 Substantial VMC GILES, WILMA ACC 1990-08-25T12:06:00ZSANTA ANAN47477 None 0 0 0 THE IMPROPER TECHNIQUE USED BY THE STUDENT PILOT TO RECOVER FROM A BOUNCED LANDING ATTEMPT. Landing - on runway Aircraft landed then bounced, then struck runway with nose wheel CESSNA 152 AIR SNA 1 INST 91 Substantial VMC SUNRISE AVIATION ACC 1990-06-20T06:00:00ZSANTA ANAN4034B None 0 0 0 THE PILOT'S USE OF AN IMPROPER STARTING TECHNIQUE. On airport Pilot began to hand prop to start engine, engine went into high power setting, jumped chicks and collided with parked aircraft, light pole, and fence BELLANCA BL26 AIR SNA 1 PERS 91 Substantial VMC ACC 1990-03-16T17:57:00ZSANTA ANAN306AW None 0 0 0 THE PILOT'S IMPROPER ROTATION DURING TAKEOFF. Takeoff Tail strike during rotation, flight continued to Las Vegas BOEING 737-300 AIR SNA 2 SCHD UNK 121 Substantial VMC AMERICA WEST AIRLINES ACC 1990-01-06T18:02:00ZSANTA ANAN74520 Minor 0 0 1 THE FAILURE OF BOLTS RETAINING THE IDLER SHAFT ALLOWING THE CAM SHIFT TIMING TO CHANGE AND BY ITS FAILURE TO DRIVE THE LEFT MAGNETO. Approach Engine failure on short final to Runway 20, forced landing MOONEY M20B AIR SNA 1 PERS 91 Substantial VMC ROBLEY D. MC CANTS ACC 1989-12-21T23:34:00ZSANTA ANAN611AM None 0 0 0 THE COPILOT'S OVERROTATION OF THE AIRCRAFT DURING THE FLARE WHICH ALLOWED THE TAIL TO COLLIDE WITH THE RUNWAY. THE FAILURE OF THE CAPTAIN TO TAKE APPROPRIATE CORRECTIVE ACTION WAS A FACTOR IN THE ACCIDENT. Landing Tail impact with runway during landing BOEING 757-223 AIR SNA 2 SCHD UNK 121 Substantial VMC AMERICAN AIRLINES ACC 1989-09-06T13:48:00ZSANTA ANAN1739C None 0 0 0 THE PILOT'S IMPROPER IN-FLIGHT PLANNING AFTER BEING ADVISED OF POSSIBLE WAKE TURBULENCE. Landing Aircraft wings impacted runway (20L) before nosing over CESSNA 180 AIR SNA 1 PERS 91 Substantial VMC RUSSELL, SCOTT ACC 1989-04-14T18:33:00ZSANTA ANAN1168U Minor 0 0 1 FAILURE OF THE LANDING GEAR RESULTING FROM EXCESSIVE LOADING DURING GROUND OPERATIONS, AND FATIGUE CRACKING. Taxi During taxi left maing landing gear separated SIKORSKY S-58ET HELI SNA 2 NSCH UNK 135 Substantial VMC ACC 1989-03-31T09:35:00ZNEWPORT BEACHCGWPS Fatal 5 0 0 FAILURE OF THE PILOT TO ATTAIN ADEQUATE AIRSPEED BEFORE MANEUVERING (TURNING) BACK TOWARD THE AIRPORT, WHICH RESULTED IN A LOSS OF AIRCRAFT CONTROL. A FACTOR RELATED TO THE ACCIDENT WAS: IMPROPER MAINTENANCE/INSTALLATION OF A FUEL INJECTOR REFERENCE AIR LINE, WHICH ALLOWED CONTAMINATION OF THE INJECTORS AND LOSS OF POWER IN THE RIGHT ENGINE. Takeoff Aircraft departed 20R, shortly thereafter entered a steep left turn, crashed into tennis courts, airport was 2nm and 358 degrees from accident site PIPER PA-60-601PAIR SNA 2 PERS 91 Destroyed VMC ANTHONY DEIS ACC 1989-01-18T00:45:00ZSANTA ANAN6913D None 0 0 0 POOR PREFLIGHT PLANNING AND PREPARATION BY SELECTING THE WRONG RUNWAY DESPITE NOTAM AND ATIS INFORMATION INDICATING THE RUNWAY WAS CLOSED. Takeoff 20R was closed. Pilot collided with generator on closed runway PIPER PA-32R-301TAIR SNA 1 PERS 91 Substantial VMC ACC 1987-11-24T14:20:00ZSAN CLEMENTEN5418P None 0 0 0 Loss of engine power En route Emergency landing on upward sloping terrain. Departure point was Santa Monica, destination was Carlsbad, airport was 22nm and 100 degrees from crash site CESSNA 152 AIR SNA 1 INST 91 Substantial VMC GUNNEL AVIATION Appendix A - Page 4 of 5 Appendix A - NTSB Accident Summary - John Wayne Airport (SNA) EventType EventDate City N HighestInjuryLevel FatalInjuryCount SeriousInjuryCount MinorInjuryCount ProbableCause Phase of Flight Accident Location Make Model AirCraftCategoryAirportID NumberOfEnginesScheduled PurposeOfFlightFAR AirCraftDamageWeatherConditionOperator ACC 1986-03-03T00:12:00ZNEWPORT BEACHN81918 Fatal 3 0 0 Inadquate supervision by CFI, poor judgment, student had alcohol and drug impairment, altitude was misjudged En route Aircarft flew over Newport Beach pier then entered right climpbing turn, descended, contacted the ocean and sank PIPER PA-28-181 AIR SNA 1 INST 91 Destroyed VMC AERO FLIGHT CENTER ACC 1986-02-26T21:24:00ZIRVINE N58SB Fatal 1 0 0 Loss of control, adverse weather Approach On approach to 20R, pilot was issued low altitude warning, aircraft crashed in parking lot 1/2 mile northeast of the airport BEECH V35-B AIR SNA 1 BUS 91 Destroyed IMC ACC 1985-12-19T08:53:00ZNEWPORT BEACHN9044P Fatal 1 0 0 Fuel starvation and improper fuel tank selection En route Pilot was en route from San Diego to Torrance, declared emergency, could not make either runway at SNA, collided with trees, a house, and fence in residential area airport was 3 nm and 335 degrees from accident site PIPER PA-24-260 AIR SNA 1 PERS 91 Destroyed VMC ACC 1985-11-23T16:50:00ZTUSTIN N5353Y Minor 0 0 1 Fuel starvation, engine failure, snap fasteners on fuel tank bladders weathered and shrunk, inadequate maintenance En route Forced landing in field, departed from Madera with destination being SNA PIPER PA-23-250 AIR SNA 2 PERS 91 Substantial VMC ACC 1985-02-26T03:07:00ZNEWPORT BEACHN714WJ Fatal 3 0 0 Alcohol and drug impairment, weight and balance exceeded, spatial disorientation, altitude misjudged En route Aircraft flew over Newport Beach pier, entered turn, descended into ocean and sank CESSNA 152 AIR SNA 1 PERS 91 Destroyed IMC THE FLYING CLUB ACC 1984-10-07T17:59:00ZNEWPORT BEACHN9572Y Fatal 1 0 0 Propeller separated from aircraft left engine, improper maintenance Takeoff Crash into roof of a building one quarter mile southeast of airport BEECH 95-A55 AIR SNA 2 UNK 91 Destroyed VMC ACC 1984-09-19T14:20:00ZSANTA ANAN88MJ None 0 0 0 Pilot did not follow procedures for tunring off the antiskid switch Landing - on taxiway Collision with two aircraft CESSNA 550 AIR SNA 2 INST 91 Substantial VMC ATLAS HOTELS ACC 1984-07-09T16:57:00ZSANTA ANAN222LT None 0 0 0 Directional control not maintained by pilot Landing - on runway Aircraft landed veered right and groud looped HELIO H-295 AIR SNA 1 PERS 91 Substantial VMC JACK LINKLETTER ACC 1984-02-19T11:25:00ZSANTA ANAN280AA None 0 0 0 Landing gear failure Landing - on runway During landing roll, landing gear collapsed BEECH M35 AIR SNA 1 PERS 91 Substantial VMC JEFFERY FARMER ACC 1984-01-26T11:34:00ZSANTA ANAN7571F Minor 0 0 1 Unfavorable high wind, pool pilot judgment Landing - on runway After landing gust of wind overturned aircraft Bellanca 7KCAB AIR SNA 1 AOBV 91 Substantial VMC ACC 1983-10-15T15:30:00ZSANTA ANAN49670 None 0 0 0 During moving operation for helicopter, the left shoe slipped off platform Landing Helicopter rocked back and damaged the tail rotor area BELL 206B HELI SNA 1 PERS 91 Substantial VMC ACC 1983-09-18T19:20:00ZSANTA ANAN8052M Fatal 1 0 0 Inadequate supervisio by pilot, safety advisory not followed by passenger Landing Passenger walked into rotating propeller CESSNA T210M AIR SNA 1 PERS 91 Minor VMC PARSONS AIR ACC 1982-10-03T10:45:00ZSANTA ANAN66909 Minor 0 0 1 Fuel pressure discrepancy, engine power loss Takeoff After takeoff from Runway 20, aircraft landed gear up off end of runway BEECH A36TC AIR SNA 1 PERS 91 Substantial VMC CROWN DEVELOPMENT COMPANY ACC 1982-07-16T14:41:00ZSANTA ANAN59242 Minor 0 0 2 Engine power loss, inadequate fuel system Traffic pattern Emergency landing on taxiway perpendicular to approach ends of Runway 20L and 20R, collision with sign and aircraft CESSNA 210L AIR SNA 1 PERS 91 Substantial VMC RICHARD JOHN KROLL INC 1991-09-20T22:15:00ZSANTA ANAN633AW Minor 0 0 1 THE FAILURE OF THE FLIGHT ATTENDANT ASSIGNED TO THE AFT GALLEY JUMPSEAT TO SECURE A BEVERAGE CART IN ACCORDANCE WITH COMPANY POLICY.Airbus IndustrieA-320-231 AIR SNA 2 SCHD UNK 121 None VMC AMERICA WEST INC 1984-11-04T22:45:00ZSANTA ANAN5840T None 0 0 0 Durign climb crew experienced control difficulties and returned to airport successfully Westland HelicoptersWG30 HELI SNA 2 POSI 91 None IMC EVERGREEN HELICOPTERS OF AK INC 1984-02-17T09:46:00ZSANTA ANAN203AA None 0 0 0 Shortly after takeoff, loss of engine power on one engine MCDONNELL DOUGLASDC-9-82 AIR SNA 2 SCHD UNK 121 None VMC INC 1983-09-27T12:55:00ZSANTA ANAN302RC None 0 0 0 Just after takeoff (Runway 20) left engine failed, several homes under flight fath sustained fire and debris damage, aircraft returned to airport successfully McDonnell DouglasDC-9-82 AIR SNA 2 SCHD UNK 121 None VMC INC 1983-05-05T18:30:00ZHUNTINGTON BEACN4913G None 0 0 0 Left aileron sustained damage, pilot indicated near miss, could not be substantiated with radar CESSNA C-172-N AIR SNA 1 PERS 91 Minor VMC AERO-FLITE CENTER INC 1982-11-19T19:00:00ZSANTA ANAN6428V Minor 0 0 1 While crusing cabin filled with smoke, pilot successfully landed at airport CESSNA 172RG AIR SNA 1 PERS 91 None VMC CARL C. STOUGH Appendix A - Page 5 of 5 -- I I I I 1 1 1 1 1 1 1 1 1 1 1 1- ·-·-·-·-·-·-·-·-·-·-·-·-_I_ --,-,-,-,-,-,-,-,-,-,-,- Snug Harbor Project Aircraft Hazard and Land Use Risk Assessment & Wildlife Hazard Management Analysis December 6, 2024 Page 20 of 20 Johnson Aviation, Inc. | 6524 Deerbrook Road, Oak Park, California 91377 +1 (818) 606-3560 | www.jacair.com Appendix B – NTSB Accident Reports: Five Fatal General Aviation Accidents South of John Wayne Airport