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1.0 General Information 1.1 Introduction Tom Krause Aviation Consulting was retained by the Geneva Commons proponent to assess any impacts the proposed buildings may have on Aviation Safety. The assessment was conducted primarily for two purposes. The first objective was to verify Air Safety in connection with the FAA Part 77 Obstruction Evaluation study and the second was to put the FAA Part 77 study in perspective regarding the Geneva Commons building. Although the FAA issued a determination of no aeronautical hazard for the Geneva Commons area, last March the ALUC found the building to be inconsistent with AELUP. The instrument analysis is based, in part, on application of current United States standards for instrument procedures developed under Part 97 of the Federal Aviation Regulations (14 CFR Part 97)(FAR). These standards are applied by the Federal Aviation Administration (FAA) in developing approach or departure procedures, or in conducting Part 77 obstruction evaluations. These standards are specified in FAA Order 8260.38, United States Standard for Terminal Instrument Procedures (TERPS) and in FAR Part 77, Obiects AffectinQ Navioable Airspace. Information on man-made obstructions was obtained from National Ocean Service's national database for man- made obstructions. The terrain information was obtained from 1 :24000 topographic quadrangle charts and the 2002 Santa Ana International Airport Obstruction Chart (OC) along with digital data from the 2001 OC survey. It should be noted that every effort was made to use available obstacle data and current FAA criteria and regulations for the Instrument Approach Procedure analysis. However, the consultant cannot be responsible for obstacles that may be discovered later as a result of new surveys or unreported man-made objects that are unknown, or other constraints that may increase heights or otherwise adversely impact the results present in this study. 1.2 Background and Terminology The ability to conduct takeoffs and landings during periods of reduced visibility or inclement weather is an important factor at commercial airports. Instrument flight rules (I FR) weather conditions are defined as periods when the cloud ceiling is less than 1,000 feet above ground or the prevailing visibility is less than 3 statute miles. Part 91 of the Federal Aviation Regulations (FAR) states that if a landing is to be made at an airport during IFR conditions, when an instrument letdown to a civil airport is necessary, aircraft shall follow a FAA standard instrument approach procedure (SlAP) that is prescribed for the airport. An aircraft cannot land when the in-flight visibility is lower than the minimum specified in the SlAP. As part of its mandate to promote the safe and efficient use of airspace, the FAA is responsible for establishing and approving terminal instrument procedures at civil 3 75C-92