Introduction
This chapter introduces inflation and launch of the balloon. It also provides useful information on checklists, crew and
crew management, false lift, and landowner relations.
Preflight Operations
The preflight, as an aeronautical term, is generally agreed to be the airworthiness check of an aircraft immediately before
flight. In the broadest sense, preflight is everything accomplished in preparation for a flight. In this chapter, preflight
operations occur at the balloon launch site, up to and including the preflight inspection.
Checklists
The value of using a checklist is well known to the airlines and the military. Regulations require air carrier pilots and
military pilots to use checklists. Also, Federal Aviation Administration (FAA) practical tests require pilot certificate
applicants to use checklists. Checklists are effective and contribute to safe flying because routine and familiarity breed
complacency. Like military and airline pilots, balloonists who fly every day need a checklist to ensure nothing is omitted.
For example, professional balloon ride operators are subject to distractions and interruptions during their preflight, layout,
assembly, and inspection. Infrequent balloon flyers, which include most balloonists, need checklists because long periods
of inactivity create memory lapses. A typical balloonist may make only 25 to 30 flights per year or less. A checklist does
not replace proficiency, but it helps. [Figure 6-1]
Figure 6-1. Using a checklist.
A checklist can also save time. By arranging the layout, assembly, and inspection in a logical order, and accomplishing
more than one task at a time, duplication and wasted time is minimized. For instance, a properly arranged preflight
checklist includes many tasks that are performed while the fan is running, so people are not just standing around waiting
for the envelope to inflate. Also, a checklist eliminates needless walking. Students and new pilots need checklists because
they are forming habit patterns, and need prompting to reinforce training and confirm good habits.
There are two theories regarding checklists. One popular procedure is the “call-and-response” method. One person reads
the checklist, and the pilot responds that the item is in the proper configuration. This is rather time consuming, and
probably not appropriate for ballooning activities. At the other extreme are large groupings of components and items to
check with a casual glance to confirm that those items look correct. Perhaps the best methodology suited for ballooning is
Chapter 6: Layout to Launch
smaller groupings (i.e., basket, burner and fuel system, instruments, envelope security) and using the checklist as an outline
to ensure that each item is checked. It may be appropriate to create a habit pattern of physically touching particular items
to ensure security and proper operation. Pilots are cautioned that a checklist is not necessarily a “todo” list. Flight training
should emphasize proper procedures and habits, with a checklist used to confirm that tasks have been completed.
Emergency Checklist
Carefully study and memorize emergency checklists. Do not try to read a checklist during an emergency; that is for an
aircraft with two- or three-person crews and at high altitude. During an emergency, take prompt action to resolve the
problem, and when the situation permits, refer to the balloon’s flight manual to ensure all necessary items have been
accomplished. The single most important action in an emergency is to continue to fly the balloon and regain control of
the situation. Appendix C contains sample checklists that may be used or modified to meet specific requirements for a
particular balloon system or flight operation.
Preflight Inspection Checklist
Title 14 of the Code of Federal Regulations (14 CFR) and the practical test standards (PTS) for balloon pilot certification
require the pilot to inspect the balloon by systematically utilizing an appropriate checklist prior to each flight. Most balloon
manufacturers include a preflight inspection checklist in the flight manual. This may be used as the basis for a personalized
preflight checklist. Each balloon manufacturer lists maximum allowable damage with which a balloon may fly and still
be considered airworthy. Balloon pilots should be familiar with the manufacturer’s maximum allowable damage rules for
their balloon and abide by them.
Using a written checklist, the pilot should make certain that the balloon is correctly laid out for inflation, all control
lines are attached, the fuel system is operating correctly, maximum allowable damage limits are not exceeded, and all
components are ready for flight. The pilot is responsible for all aspects of flight, including preflight operations.
The best checklist is one each pilot develops for their individual balloon. A good source for checklist items is the
manufacturer of the balloon. Also, checklists from other pilots and manufacturers may be incorporated into a personal
checklist. Remember, a checklist is a living document that changes when modifications or additions are appropriate.
Weather Brief
As previously discussed, a weather brief must be obtained prior to flight; as a procedural matter, the information from the
briefing sets the parameters for the flight (launch site, flight track, and potential landing areas).
All electronic sites and briefings represent the starting point for how weather affects the flight. A balloon pilot should not
make the mistake of gathering weather data, getting a forecast, deciding to fly, and then paying less attention to actual
weather cues. Weather monitoring is an ongoing process that starts on the drive to the launch field and continues until the
balloon is packed after landing. Continue gathering weather data for the flight until safely back on the ground.
Despite using the most current and complete electronic weather data available to consider before driving out for the flight,
each pilot must never lose sight of the fact that hot air balloons are visual flight rules (VFR) aircraft. Many pilots lose all
access to unlimited or even selected electronic weather information en route to or at the launch site. Unless the launch site
is a reporting station for any weather service, a pilot is required to visually interpret and evaluate weather data specific
to the launch site. Local surface conditions— particularly winds below 500'–800'—show the greatest variability of both
speed and direction. These winds are perhaps of greatest importance in determining the conditions and risks for launch and
landing. A number of simple observations enable the balloon pilot to gather this data at the launch site, as well as during
the flight. [Figure 6-2]
Smoke begins drifting off of vertical at 2–3 mph
Most deciduous tree leaves begin rustling above 4–5 mph
(except aspens, birch, and other broadleaf trees, which
respond at lower wind speeds)
Twigs sway and flags extend around 7–8 mph
Dust and paper kick up off the ground above 12 mph
Wires and ropes whistle above 20 mph
Simple Wind Observations
Figure 6-2. Simple wind observations.
The balloon can sometimes provide valuable weather information provided the pilot knows what to look for. Fabrics on
a laid-out envelope begin rippling around eight miles per hour (mph), while 10–12 mph sends small bubbles of air past
a closed throat and up along the load tapes. Such information, perhaps unavailable or inaccurate elsewhere, can prove
invaluable, especially during the initial phase of flight.
Each pilot must sharpen their ability to read and interpret local surface conditions for one primary reason: up to 1 hour may
elapse between gathering weather data online and laying out at the launch site. Weather patterns can change in far less time
than this, and local conditions can change almost instantly.
Some pilots choose to rely on a portable weather station or handheld wind meter to monitor local conditions at the launch
site. Cost, size, portability, and features vary among brands, but each can provide useful information on wind speed/
direction, maximum gusts, and other weather data. These can range from a small $100 handheld wind meter to a $500
weather station with 15" mast and dashboard data display. [Figure 6-3]
Figure 6-3. Checking wind velocity with a handheld wind meter
Perhaps the cheapest yet most valuable launch site weather aid is the pibal or pilot balloon, a 10–14" helium-filled balloon
released at the launch site for visual weather cues and forecast confirmation. Some pibal actions clearly mean cancel the
flight: rolling along the ground, not clearing obstacles, climbing then diving, or dramatic speed/direction changes (which
indicate wind shears). To read and confirm winds at different altitudes, release several pibals at 10–20 second intervals. Fill
the first with 100 percent helium, the second with mostly helium and a breath of air from your mouth, and the third with
helium and two breaths. This creates different rates of ascent which helps gain a better perspective of the low level winds.
Every pilot benefits from having pibals in their vehicle and using them before launch. Appendix D lists various rates of
climb for different sizes of pibals; using this knowledge, the pilot can determine the altitudes at which the winds change.
Every pilot and crewmember can build a mental database of visual cues that report weather data. More important than
prelaunch weather is in-flight weather, which is further removed in time from forecast conditions (electronic or briefings)
but can change just as fast and dramatically. Wind speed or direction changes can signal developing rain or frontal
movement. Radar returns require human interpretation and can miss developing conditions or provide false echoes off
birds or buildings. Weather-savvy pilots and crew gather weather information from whatever source is available to them
anywhere, at any time
Performance Planning/Fuel Planning
The good balloon pilot checks the balloon’s performance charts, considering that day’s conditions, and comes to a
reasonable conclusion regarding the limitations of the balloon for that particular flight. Prior to flight (and perhaps even
prior to layout), fuel gauges should be checked to ensure there is sufficient fuel on board to conduct the planned flight.
The Chase Crew
Generally, there are two different areas of responsibility for a crew: inflation/launch and chase/recovery. Both are usually
referred to as ground crew. Passengers often serve as inflation crew, become passengers for the flight, and crew again after
the balloon has landed. Before the noise and activity make discussion difficult, the pilot should give the crew briefing and
discuss any requirements before inflation.
Number of Crewmembers
The number of crewmembers is a matter of individual preference and depends upon the size of the balloon, purpose of the
flight, terrain, and other factors. When using a small balloon for instruction, a crew of three people, including the instructor,
student, and one crew, may be sufficient. For passenger flights in large balloons, a larger number of crewmembers are
generally required. Having too many people in the chase vehicle may be a distraction for the driver. The recommended
minimum crew for the vehicle is two: one person to drive and the other to navigate and serve as a balloon “spotter.” This
is perhaps the safest method.
The optimum size inflation crew for a sport balloon is four people—the pilot operating the burner, two people holding
the mouth open, and one person on the crown line. Some pilots opt to have a fifth person serve as a fan operator; this is a
matter of technique and personal preference. Many pilots prefer a larger number of crewmembers; however, it is important
to be aware that too many crewmembers may often be working against each other due to lack of coordination. In windy
or crowded situations, it is important to have a person holding the crown line. If inflation requires more crew than usual,
due to the windy conditions, consideration should be given to canceling the flight. Although the balloon may get airborne,
chances are that flying out of one’s comfort zone and having to prepare for a very windy landing may impair concentration.
The distraction may hinder safe, enjoyable flying.
Clothing
Crewmembers, as well as the pilot, should be clothed for safety and comfort. Cover or restrain long hair. Scarves, hanging
jewelry, or loose eyeglasses can interfere with smooth setup, and can potentially be very dangerous, particularly near the
inflation fan. Long sleeves and long trousers made of cotton instead of synthetic material are recommended. Try to wear
clothes in layers since temperatures can change quite a bit from before sunrise to the recovery. Proper clothing protects
participants from burns, poison oak/ivy, and other harmful plants.
All crewmembers should wear gloves, preferably smooth leather, loose fitting, and easy to remove. Wear comfortable and
protective footwear. If it becomes necessary to walk or hike from a landing site inaccessible by the chase vehicle, proper
clothing and footwear make the task easier and less hazardous.
Types of Flight
Knowing the function or purpose of a flight is important to the crew, so they know the goals of the operation; possible time
aloft; probable direction(s) of flight; probable altitudes; communications, if any, to be used; and useful maps or charts.
Balloon flights can be classified into several different types: paid passenger, instruction, race, rally, advertising/ promotion,
and fun.
Many commercial balloon pilots defray the cost of the sport by offering paid passenger rides. The crew should know that
these passengers are paying for the privilege, and may have been promised a certain type and length of flight. Instructional
flights require the crew follow the direction of the instructor, so the student may see and participate as much as possible.
The crew should work closely with the instructor and student and not take over any portion of the operation, thus denying
the student the opportunity to learn. For competitions, crew responsibilities may be different. The pilot may have only a
single goal in mind and focus on that goal. The crew’s job is always to help the pilot, but in the case of the competition
flight, the crew should try to relieve the pilot of some of the routine tasks so they may concentrate on the goals. Regardless
of the type of flight, the crew is there to support the pilot in conducting a safe and successful flight operation.
Direction of Flight
The first element of the flight the chase crew must know is the direction the balloon is going. It is important to understand
that the balloon’s direction is very difficult to detect from a moving vehicle. Many pilots recommend the chase crew drive
the chase vehicle away from the launch site only far enough to get the vehicle out of the way of the balloon (and other
balloons) and to be clear of any possible spectator crowds. As soon as the crew is sure they are clear of other traffic, they
should park in a suitable place with a good view of the balloon, and determine the balloon’s direction of flight. There is no
point in rushing after the balloon until the direction it is going is known. The balloon changes direction shortly after launch
if the winds aloft are different from the surface winds.
After a while, the crew should proceed to a point estimated to be in the balloon’s path. In other words, get in front of the
balloon so it flies over the chase vehicle. If the balloon is moving at five knots, the chase crew need drive only a short time
to get in front of the balloon. The direction of flight is much easier to determine if the balloon is floating directly toward
the vehicle rather than flying parallel to the vehicle’s path. If a radio is not being used, as the balloon flies over the chase
vehicle, the pilot and crew can communicate by voice or with hand signals. In this instance, the crew should be outside the
vehicle with the engine turned off.
The Crew Briefing
Crew briefings vary from a few last minute instructions (to an experienced, regular crew), or a long, detailed discourse
on how to layout, assemble, inflate, chase, recover, and pack a balloon. [ Figure 6-4] A pilot can give crew briefings by
telephone the night before, or in the chase vehicle on the way to the launch site, but most crew briefings are done at the
launch site prior to the flight. It is important for the pilot to remember who is ultimately responsible for the entire operation
and that the crew is the pilot’s representative on the ground.
Figure 6-4. Crew briefing
Whether this is the crewmembers’ first time or one-hundredth time crewing, they should be briefed before each flight.
Instructions contained in the briefing may be less detailed for an experienced crew. The following instructions should be
given for each flight:
• Estimated length of flight and any information that aids the chase and recovery.
• Anticipated direction of flight.
• Position and duties during inflation.
• Duties once the balloon has reached equilibrium.
A typical flight briefing may be “I intend to make a 1 hour flight and I have about 2 hours of fuel on board. From my
weather briefing and the pibal, I should travel in a southeasterly direction; but if I go west, I will land before getting to the
freeway. I will probably do a lot of contour flying, but may go up to 2,000 feet to look around. Let’s use channel six on the
radio. There is a county road map on the front seat.”
“Patricia, you will be the crew chief for today’s flight, as well as the driver. The keys to the van are in the ignition, and there
is a spare set in the console. I would like you and Bob to do the mouth this morning. Bob, you will be on the side away
from the fan. Pat will show you what needs to be done, and I will double check you during the inflation. You will also be
navigating, so we will have a look at the map together in a minute. Susan, you will be on the fan. Be sure to keep people
away from the plane of the fan, and please do not move the fan while it is running. Leslie, you are on the crown line today.
You have done it before, so I know that you know the procedures, but as a reminder, do not wrap any lines around your
hand, arm, or body. I will check with you a couple of times during the inflation to make sure you are positioned properly.”
“Any questions? Good. Sleeves down, gloves on, and let’s go!”
The Crown Line
The duty of the crown line crewmember is to hold the end of the line, lean away from the envelope, and use body weight
to stabilize the envelope. As the air is heated and the envelope starts to rise, the crewmember holding the crown line should
allow the line to pull them toward the basket, putting only enough resistance on the line to keep the envelope from swaying
or moving too fast. Release the tension slowly after the envelope is vertical. [Figure 6-5]
End of crown line
Basket
Figure 6-5. Crew can often stabilize a rolling envelope by taking a single crown line 45° off of downwind and walking directly upwind
on stand-up.
The crown line varies in length. Some pilots let the line hang straight down; some pilots connect the end of the line to
the basket or burner frame. Other pilots keep the line only long enough to assist with a windy inflation, or deflation in a
confined area. Usually, there are no knots in the crown line, but you might find a type of loop attached to it. Some pilots
put knots in their line, or attach flags or other objects. These may snag in trees and cause problems. Lines tied to the basket
form a huge loop that may snag a tree limb and should be secured with a light, breakaway tie.
To improve control, some pilots use a double crown line during very windy conditions. This technique, as shown in
Figure 6-6, allows for better control of the envelope when winds may be gusting, but still within reasonable flight limits,
as may be present in an afternoon launch. Many pilots launch in afternoon winds, knowing that winds generally decrease
significantly as sunset approaches. One advantage of this technique is that the balloon can be kept stable in fairly gusty
winds, even if held on the ground for an extended period of time. This may be helpful for the pilot who may be doing
a static (non-flying) tether, or perhaps during an evening “balloon glow” when winds may remain gusty until well after
sunset.
Figure 6-6. Double crown lines forming a 90° or wider angle offer the greatest inflation stability provided crew walk them directly
upwind on stand-up
Launch Site
When selecting a launch site, factors to consider are obstacles in direction of flight (powerlines, buildings, towers, etc.),
available landing sites, and the launch site surface.
Location and Obstacles
The launch site is selected based on surface winds and winds aloft, in conjunction with the desires of the balloon pilot.
Consideration is given to what type of flight is being made and to the overall goal of the flight. Upon arriving at a particular
launch site, most pilots release another pibal to verify the wind direction, and ensure that the forecasts or earlier readings
have not changed significantly.
Ideally, the launch site should be a large, open grassy area. Obstacles in the flight path are a consideration. As a general
rule, the balloon should be placed as far as possible upwind of any obstructions to flight (powerlines, trees, buildings, etc.),
using a minimum of 100 feet of clearance for each knot of wind. [Figure 6-7]