Commercial Fixed Wing
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 6
Time Pressure; Situational Awareness
ATC Issue All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT
Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification
Human Factors; Procedure; Airspace Structure
Aircraft X checked on approximately a 6 mile final on the Visual Approach and I cleared him to land.  At approximately a 4-mile final Aircraft Y asks for an 'S turn to the North' to which I state 'Approved'.  About 30 seconds later; Aircraft X asks for another s-turn to the south to which I also state 'approved as requested' and inform him that there is no traffic in his vicinity and also issued the wind. Aircraft X is now on a 1.5 mile final and well east of the airport and asks 'Tower; Aircraft X we are still plenty high; can we do a left tun and a left 360 around?' I state 'Unable' due to traffic in trail and ask Aircraft X if he needs to go around. Aircraft X replies 'affirmative'.At this point Aircraft Y is approximately 2 miles well east of the airport and it appeared that they were turning toward the airport. Not wanting Aircraft Y to overshoot finals; I issue 'Aircraft Y; fly heading 195; climb and maintain 2;000'.  When Aircraft Y becomes established on the heading; I issue 'fly heading 210 and maintain 3;000'. I did this without coordinating with Approach first because things were rapidly developing as Aircraft Y was indicating 190 knots and they appeared to be headed toward terrain east of the airport.  I realize that this was a vector below the Minimum Vectoring Altitude (MVA). The MVA east of the airport is 2;400 feet but at this point; I wanted to get Aircraft Y away from terrain as quickly as possible without issuing any vague or confusing instructions to the pilot. I did coordinate with Approach with the 210 heading when I got the chance and it was approved.As I stated in my above narrative; I realize that the vector that I issued was below the MVA but from my perspective from the Tower; I needed to get Aircraft Y away from terrain as quickly as possible. This was a unique situation where I had to utilize my best judgment with the circumstances that were presented. I realize that I was breaking the rule of vectoring an aircraft below the MVA but what was the alternative at this point? Let Aircraft Y head toward terrain and possible result in a catastrophe? It was the best of the two bad choices that were presented to me at that point and I had to quickly make a judgment call.
SNA Tower Controller reported they issued vectors to an Air Carrier that was below the Minimum Vectoring Altitude due to making S turns during their descent on a Visual Approach.