John Wayne Orange County Airport, Santa Ana, CA

Location :

History :

John Wayne Orange County Airport Today:




Airport Services and Amenities:
Special Events:

Airport Area Accident History:
Accident occurred Monday, December 31, 2007 in Santa Ana, CA
Probable Cause Approval Date: 2/28/2008
Aircraft: Piper PA-12, registration: N2800D
Injuries: 2 Uninjured.
The pilot was receiving dual instruction from the flight instructor for the purpose of receiving a tail wheel endorsement. He had accumulated a total of 7 hours tail wheel instruction in the accident airplane. The flight instructor reported that during the landing roll, the airplane yawed to the right and entered a ground loop which collapsed the left main landing gear.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The failure of the student to maintain directional control during landing and the flight instructor's inadequate supervision of the flight.

= = =
Accident occurred Monday, October 29, 2007 in Santa Ana, CA
Probable Cause Approval Date: 1/31/2008
Aircraft: Raytheon Corporate Jets Hawker 800XP, registration: N800CC
Injuries: 8 Uninjured.
The pilot reported that during the first takeoff attempt, he noted that the engine was not spooling up normally and he aborted the takeoff, utilizing minimal braking to exit the runway. The airplane was taxied back for takeoff and 3 minutes later, the flight was cleared for takeoff again. During the takeoff roll, the pilot noted a warning light and again aborted the takeoff when the airplane was traveling at 20 to 30 knots, with minimal braking again used to exit the runway. The airplane taxied back once again and was cleared for takeoff 9 minutes later. During the takeoff roll for the third attempt, the pilot stated that at about 85 knots, he felt a rumble and heard a "pop" as the airplane started to drift to the left. The pilot called for an abort and was able to keep the airplane on the runway, eventually traveling into the overrun area at the end of the runway. The tower notified the flight crew that there was smoke and fire coming from the left main
gear. Inspection of the landing gear found that the left main landing gear tires overheated and blew during the third takeoff attempt. The hydraulic line on the left main landing gear was severed when the tire blew and hydraulic fluid leaked out onto the hot brake surface and ignited. All of the wheels fusible plugs were blown. The Raytheon Aircraft Airplane Flight Manual states a required waiting period from completion of taxi-in following a rejected takeoff from a speed of 90 knots indicated airspeed or less, to before start of taxi-out for takeoff. After a single rejected takeoff, a waiting period of 25 minutes is required. After two or more successive rejected takeoffs, a waiting period of 45 minutes is required.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

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.

= = =
Accident occurred Monday, September 29, 2003 in Santa Ana, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cessna 172RG, registration: N9564B
Injuries: 1 Uninjured.
The pilot intentionally landed the airplane with the landing gear retracted. In preparation for landing, he lowered the landing gear handle but did not get a green safe light. The pilot could visually see that the right main strut was not in position. He cycled the landing gear multiple times and contacted Sunrise Aviation via the radio for troubleshooting assistance but the situation could not be remedied. He decided to make an intentional gear up landing. Examination of the airplane revealed failure of the right landing gear pivot assembly.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the failure of the right main landing gear pivot assembly.

= = =
Accident occurred Tuesday, May 20, 2003 in Santa Ana, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Boeing 757-223, registration: N692AA
Injuries: 103 Uninjured.
An unattended crash fire rescue (CFR) vehicle rolled into a stationary jet awaiting instructions from the control tower. Following a medical aid call in the terminal, an airport firefighter was dispatched to the terminal where he parked his CFR vehicle at one of the gates. The driver of the vehicle was in the terminal at the time of the accident and did not remember setting the parking brake on his vehicle. He also forgot to place the anti-roll tire chocks under his vehicle before entering the terminal. The vehicle then rolled into the jet that was stationary on a taxiway. During the impact, the vehicle became lodged between the fuselage and wing root on the right side of the airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the vehicle driver's failure to deploy the parking brake or use wheel chocks to secure the vehicle prior to leaving it unattended.

= = =
Accident occurred Saturday, April 05, 2003 in Anaheim, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Cessna 172N, registration: N6272D
Injuries: 2 Uninjured.
During cruise flight, the engine lost power and the airplane struck a car and then the right wing hit a fence during a forced landing on a freeway. The pilot had rented the airplane for a personal flight. There were no mechanical malfunctions noted on the first leg of the flight. On the second leg of the flight, the pilot noted a drop in engine power followed by a violent shaking of the airframe. The pilot set up for an emergency landing on the freeway. During landing, the airplane impacted a car, which the pilot had not noticed, and a fence. Post accident examination disclosed that oil covered the belly of the airplane and coated the inside of the engine compartment and nose wheel assembly. The engine sustained a catastrophic internal failure. The oil drain plug was missing. The investigation revealed that the engine had been overhauled 5 hours prior to the accident and then reinstalled by the operator's maintenance personnel. The oil drain plug is
normally secured with safety wire. No safety wire remnants were found on the engine.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

Failure of company maintenance personnel to correctly install and safety wire the oil drain plug, which led to a loss of engine oil and a catastrophic internal failure of the engine.

= = =
Accident occurred Monday, December 16, 2002 in Anaheim Hills, CA
Probable Cause Approval Date: 4/28/2005
Aircraft: Piper PA-24-250, registration: N6268P
Injuries: 2 Fatal.
The airplane sustained an in-flight breakup following an encounter with weather. The flight was in instrument conditions on an IFR clearance and being radar vectored to the ILS final approach course at 3,000 feet when the breakup occurred. The left wing tip and the outboard 1/2 of the left and right horizontal stabilators were the first pieces of wreckage in the 1/4-mile long debris path. The horizontal stabilators exhibited permanent down deformation at the separation points. The wings exhibited both up and down permanent deformation of the spars and other structural elements. The fracture surfaces at the separation points for the wings and stabilators were consistent with structural overload. There is no record that the pilot requested or received a preflight weather briefing. The National Weather Service (NWS) issued SIGMETs and AIRMETs for occasional severe turbulence, strong gusty winds, low level wind shear, and for occasional severe rime to mixed
icing in clouds. The SIGMETs and AIRMETS were valid prior to the pilot's departure and covered the timeline of the flight. The NWS weather radar depicted moderate intensity echoes extending over the accident site. While en route at 1219, the pilot requested the current destination weather from the center controller, who provided the METAR report of 10 miles visibility and broken layers at 4,000 and 20,000 feet. Shortly after the pilot was given this observation, the destination conditions rapidly deteriorated to include lowering ceilings, strong and gusty winds, and moderate to heavy rain showers. The destination weather 30 minutes prior to the accident included winds gusting to 21 knots with scattered clouds at 3,800 feet, and a broken layer at 10,000 feet. A special observation issued about 5 minutes prior to the accident indicated that winds were gusting 14 to 19 knots, visibility was 2 miles in moderate rain and mist, a broken ceiling was at 2,800
feet, and the sky was overcast at 5,000 feet. It noted that rain began about 15 minutes earlier than the observation time. Five minutes after the accident, another observation reported that the winds were gusting to 21 knots, visibility was 1 1/2 miles with moderate rain, and broken and overcast ceilings at 2,100 feet and 4,700 feet respectively. The crew of a Boeing 757 making the approach 10 minutes after the accident reported a 45-knot crosswind shear at 100 feet, and light to moderate turbulence throughout the approach. An analysis of the weather conditions at the time of the accident, including radar and satellite sensor imagery, disclosed that strong weather echoes existed near the accident site with embedded areas of intense to extreme echoes. The tops were in excess of 33,000 feet. The analysis indicated that several low level wind shear layers were present with moderate to severe turbulence.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

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.

= = =
Accident occurred Friday, November 08, 2002 in ANAHEIM HILLS, CA
Probable Cause Approval Date: 12/20/2005
Aircraft: Cessna 150E, registration: N6236T
Injuries: 1 Fatal.
The airplane was traversing a pass through the coastal hills during a dark night flight under an overcast when it collided with power lines crossing a freeway. The transmission lines were approximately 150 feet above ground level (agl), at an estimated ground elevation of 450 feet above mean sea level (msl). A witness in a car on the freeway that was generally perpendicular to the power lines observed an aircraft pass over him on the left side of the freeway. He then saw several flashes of light. He noted that it was a very dark night and hazy. He saw a ceiling that was definitely above the aircraft, but could not tell if the ceiling was above the surrounding mountaintops. The aircraft was definitely below the level of the mountaintops. There was no record of the pilot receiving a weather brief from a flight service station or Direct User Access System (DUATS). The pilot did not file a flight plan. Based on weather reports from the witness, the nearest
reporting stations, and the destination airport, instrument meteorological conditions prevailed at the accident site with cloud bases around 200 to 300 feet agl and visibilities less than 2 miles in light rain and mist. The toxicology report noted the finding of multiple over-the-counter substances, including diphenhydramine, an over-the-counter antihistamine with sedative and impairing effects. The levels reported for the substances were consistent with recent use. The FAA does not regulate the use of any specific prescription or over-the-counter medications by pilots, though the FAR's do state that (Sec. 91.17): "No person may act or attempt to act as a crewmember of a civil aircraft while using any drug that affects the person's faculties in any way contrary to safety."

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's continued VFR flight into instrument meteorological conditions and his subsequent failure to maintain clearance from power lines. A contributing factor was the pilot's impairment by medication.

= = =
Accident occurred Thursday, November 07, 2002 in Santa Ana, CA
Probable Cause Approval Date: 4/28/2004
Aircraft: Beech 35, registration: N3373C
Injuries: 2 Serious.
The pilot encountered wake turbulence while on final approach to runway 19L. He was cleared to land and advised to look for a Boeing 757 on a 4-mile final for the parallel runway, 19R. After reporting it in sight, the Boeing 757 overtook him. He said he attempted to "stay high and land long on 19L"; however, as the Boeing 757 touched down, the airplane entered a "violent snap roll to the right, looking down at the ground." The airplane impacted the ground short of the runway. During the approach, controllers allowed simultaneous operations on parallel runways by the Boeing 757 airplane and the small general aviation airplane. FAA Order 7110.65N states that a minimum distance between runway centerlines of 700 feet is required for simultaneous same direction operations between large aircraft and lightweight single and multiengine propeller driven airplanes. The distance between the centerlines of runways 19R and 19L is approximately 505 feet.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's encounter with wake turbulence resulting in a loss of control. A related factor was insufficient separation by air traffic control.

= = =
Accident occurred Saturday, August 10, 2002 in Irvine, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Arns Spacewalker II, registration: N185MD
Injuries: 2 Minor.
Engine power was lost during cruise flight, and the aircraft collided with obstacles during a forced landing in a parking area. An examination of the experimental airplane revealed a crack in the left exhaust stack. Hot exhaust gas likely flowed over a fuel line and the carburetor resulting in vapor lock.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

Loss of engine power due to an exhaust system leak and vapor lock.

= = =
Accident occurred Friday, May 24, 2002 in Anaheim, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Cessna 175, registration: N6713E
Injuries: 2 Uninjured.
The airplane collided with a cement wall during a forced landing following a loss of engine power. Prior to departure, the pilot requested that the airplane be serviced with fuel, and both tanks had been filled to maximum capacity. After being serviced, the fuel gauges indicated full tanks. The airplane uneventfully flew for about 3 hours and the pilot was en route back to the airport. About 15 minutes away from the airport, the airplane lost power, and the pilot performed an emergency landing. The airplane touched down in a parking lot and collided with a block wall. The pilot stated that he thought that he had about 10 gallons of fuel on board at the time of the accident. The Federal Aviation Administration inspector that responded to the accident reported that he saw no signs of fuel at the accident sight. He visually checked the inside of the tanks and found that the left tank was empty, and the right tank had about 1 1/2 gallons of fuel remaining.
Neither fuel tank had been breached during the accident. The original Continental GO-300 engine was replaced with a Continental O-470 under a FAA form 337 field approval. The O-470 engine has a higher fuel consumption rate than the GO-300.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's inadequate fuel consumption calculations, which resulted in fuel exhaustion.

= = =
Accident occurred Saturday, February 02, 2002 in Santa Ana, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: Beech 58P, registration: N4458S
Injuries: 1 Uninjured.
The airplane landed hard on the runway and hit two taxiway signs following a wake turbulence encounter on final approach. A Boeing 757 landed about 5 minutes prior to the accident airplane. While on downwind the pilot made a 360-degree turn for wing tip vortex avoidance. Just before touchdown, the airplane hit a "bump" and became "uncontrollable." The airplane landed hard to the right side of the runway and struck two taxiway signs. The pilot aborted the landing, and took off again. When he saw that his aircraft was still positioned over the runway, he decided to land instead of continue the takeoff. Upon touchdown a second time, the airplane veered to the left side of the runway. According to a written statement submitted by Federal Aviation Administration ATC personnel, the pilot followed the glide path of the Boeing 757. The airplane flew into the wing tip vortices approximately 50 to 75 feet from landing at a point behind where the 757 had touched
down. The pilot failed to land beyond the Boeing 757's touchdown point, as suggested in the Aeronautical Information Manual.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's failure to remain above the landing Boeing 757's glide path resulting in an encounter with wing tip vortices, a loss of directional control after touchdown, and collision with taxiway signs.

= = =
Incident occurred Wednesday, October 10, 2001 in Santa Ana, CA
Probable Cause Approval Date: 5/30/2006
Aircraft: Boeing 737-700, registration: N615AS
Injuries: 87 Uninjured.
The flight crew experienced a jammed horizontal stabilizer trim actuator during the takeoff initial climb. The pilot reported that after takeoff, during climb out, the "STAB OUT OF TRIM" annunciator light illuminated. The crew disengaged the autopilot and found the electric trim control inoperative at both the pilot and co-pilot positions, and the manual trim control was jammed and immovable. The crew leveled the airplane at 13,000 feet and accomplished the "Stabilizer Out of Trim" and "Jammed Stabilizer" checklists to no avail. The crew declared an emergency with air traffic control, and made an otherwise uneventful landing at Los Angeles. According to the pilot, the trim manual control was jammed and immobile. Post flight examination revealed the horizontal stabilizer trim actuator motor was seized. The actuator motor was subsequently replaced with a serviceable unit, and the aircraft was ferried to Seattle for inspection. No other faults were found in
the pitch trim system and the airplane was returned to service. Further examination of the actuator motor revealed that the motor was mechanically seized. According to a representative of Boeing Aircraft Company, with the motor seized, in order to manually trim the stabilizer, it would have been necessary for the flight crew to exert sufficient force on the trim wheel to cause the motor clutch to slip in addition to the force necessary to overcome normal system friction.

The National Transportation Safety Board determines the probable cause(s) of this incident as follows:

The failure of the stabilizer electric trim motor as a result of internal mechanical seizure.

= = =
Accident occurred Wednesday, October 10, 2001 in SAN JUAN CAPIST, CA
Probable Cause Approval Date: 9/29/2004
Aircraft: EDGE 540, registration: N541TW
Injuries: 1 Fatal.
Part of the left aileron separated after the aerobatic airplane collided with trees, and then the airplane impacted terrain in a near vertical descent. The pilot was going to perform at an airshow the following day. He was going to practice his aerobatic routine on this flight. The outboard half of the left aileron was on top of a hill about 3,000 feet east of the main wreckage, near broken branches at the base of a tree. Located near the outboard aileron were the transponder antenna, the left side windows, and the left aileron spade arm. The transponder antenna had been installed on the bottom of the airplane and forward of the aileron. The canopy was about 800 feet east of the main wreckage. Half of the canopy frame was in a tree; the other half was on the ground below. Shards of Plexiglas remained in the frame pieces. The main wreckage was on top of another hill in open grassy terrain. The main wreckage was within about a 50-foot circle. The pilot was
outside of the cockpit, and away from the main wreckage. He was wearing a parachute. It was still folded in the pack; however, some shroud lines had snagged on the engine. The pilot also wore a helmet.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the pilot's failure to maintain an adequate terrain/object altitude clearance while intentionally performing low level aerobatics, which resulted in a loss of aircraft control.

= = =
Accident occurred Wednesday, June 21, 2000 in SANTA ANA, CA
Probable Cause Approval Date: 11/1/2001
Aircraft: Cessna 172N, registration: N7598D
Injuries: 2 Uninjured.
The flight instructor and student pilot were taking off to do pattern work prior to soloing the student pilot. Shortly after takeoff, during the initial climb, the instructor noticed that the engine was running very rough and that the rpm's had dropped to about 1,700. He declared an emergency and said he was circling back to land. The control tower told the instructor that they were unable to clear him on the runway he had requested due to departing traffic. The instructor stated that immediately after this, the engine rpm dropped completely and the engine quit. He continued his turn toward the runway, determined that he was not going to be able to make the runway, and elected to set it down in the grass area between the runways. A postaccident examination revealed that the No. 4 cylinder exhaust valve had been ingested into the engine.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

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.


John Wayne Orange County Approach / Landing: