A balloonist can ease the effect they have on people on the ground. First, the pilot should develop skills to allow the widest
possible selection of landing sites. The pilot should ensure that the crew is trained to respect the land, obey traffic laws,
and be polite to everyone they come in contact with. The crew should always get permission for the balloon to land and the
chase vehicle to enter private property.
Each pilot should learn the trespass laws of their home area. In some states, it is very difficult for the balloon pilot and
passengers to trespass, but very easy for the chase vehicle and crew to trespass. If the balloon lands on the wrong side of
a locked gate or fence, the first thing the chase crew should do is try to find the landowner or resident to get permission to
enter. If no one can be found, it may be necessary to carry the balloon and lift it over the fence.
Do not cut or knock down fences, as it is probably considered trespassing. In some places, even the possession of fence-
cutting and fence-repairing tools may be interpreted as possession of burglary tools, creating liabilities. Pilot and crew
should have a clear understanding of what is acceptable and what is not acceptable.
Sometimes local law enforcement officials arrive at the scene of a balloon landing site. Someone may have called them or
they may have seen the balloon in the air. They may just be interested in watching the balloon (which is usually the case),
or they may think a violation of the law has occurred. If law enforcement officials approach the balloon, the pilot should
always be polite. Most emergency responders probably do not know much about federal law regarding aviation. However,
even if they are wrong and the pilot knows they are wrong, there is no point in antagonizing them with a belligerent
attitude. It is better to listen than to end up in court.
There is a wealth of information on landowner relations issues available from the Balloon Federation of America (BFA),
as well as the British Balloon and Airship Club (BBAC). The BBAC website, has an excellent video that was produced
solely to deal with the issues of landowner relations in the United Kingdom. Despite being tailored for that country, it is
worth viewing by the pilot and crew in the United States.
Packing the Balloon
After the crew has obtained the necessary landowner clearance to enter the landing site, the process of packing the balloon
begins. Despite being the end of the flight, many pilots, as well as crew, consider this the point when the real work begins.
Deflating the balloon is the reverse of the inflation process. The crewmember designated to handle the crown line should
secure the free end of the crown line and move downwind. The pilot should turn off the burner’s pilot light and main fuel
valves on the fuel tanks, and vent the fuel system. Once the fuel system has been shut off, and there is no risk of fire,
the vent line can be activated to start the deflation. The crown line crewperson pulls on the crown line to assist in the
deflation process and to help lay the balloon out in the desired direction. The pilot and crew should remember that it is
virtually impossible to lay a balloon down against the wind. Other crewmembers may be stationed on the sides to keep
fabric from draping over trees, bushes, and assist the balloon in coming down. Once the envelope is on its side, the crown
line crewmember may move to the top of the balloon, and maintain slight tension on the load ring in order to continue the
deflation. This crewmember should be reminded to leave gloves on, as the load ring is hot and may take some time to cool.
At this point, the balloon is ready to be “walked out,” or “squeezed,” meaning that the remaining air in the balloon is
removed in preparation for repacking the envelope in the appropriate bag. The most common method is for the pilot or a
crewmember to gather the envelope together at the throat, and, keeping their arms around the fabric, walk towards the top
of the envelope squeezing the air out as they go. There is ample opportunity during this process to injure one’s back. The
person walking the envelope out should take care to not put excessive strain on their lower back during this process. There
are some mechanical devices available to help in this process, and some pilots elect to use one of these, rather than put an
individual’s well being at risk. [Figure 8-10]
Figure 8-10. Walking the balloon out with a “Squeeze-EZ.”
After the envelope is walked out and the crown line is secured, either in a separate bag or by folding it in half down
the length of the envelope (which prevents tangling), the envelope is ready to be packed in its bag. The envelope bag,
regardless of manufacturer, has a “flap” of fabric across the top. Some pilots prefer to pack the envelope so the flap is
towards the balloon, while others prefer that the flap be away from the balloon. At first glance, this appears to be a random
choice but there is sound reasoning behind it. If the balloon is usually launched from grassy, smooth fields, then it would
be normal to have the flap away from the balloon. If, however, the balloon is laid out for inflation in areas with rocks,
stubble, and other objects which may potentially damage the envelope, it is an accepted practice to pack the balloon with
the envelope flap facing towards the balloon. Then, when the balloon is laid out on the next flight, it passes over the flap
before contact with the ground and minimizes the risk of damage. [Figure 8-11]
Figure 8-11. Packing the balloon. This pilot has elected to position the envelope bag near the basket and is bringing the balloon to the
bag, rather than picking up the bag each time to move it towards the basket. Some pilots prefer this method, as it means less lifting for
the crew.
Crewmembers should be stationed on opposite sides of the bag at a 90° angle to the balloon. The pilot or designated
crewmember lifts a section of the balloon and, with the crewmembers lifting the bag and bringing it to the envelope, place
it in the envelope bag. This process continues until the envelope is almost completely packed and only the suspension
cables are out. The suspension system is removed from the basket superstructure and secured, and placed in the envelope
bag. The bag is closed and loaded on the chase vehicle.
Actions at this point are performed in the reverse order of the layout procedure. Generally, the envelope is secured onto the
chase vehicle, the basket and burners are disassembled and secured on the vehicle, and a final check of the landing site is
made to ensure that no loose items are left at the landing site. A final check with the landowner is usually appropriate. After
a quick “thank you,” the flight is officially “one for the books.”
Refueling
Most pilots choose to refuel as soon after a flight as possible. This is probably appropriate for most circumstances, as this
is one less issue to resolve when the time comes for the next flight. [Figure 8-12]
Figure 8-12. Refueling. Note that this pilot is exercising safety precautions with sleeves down and gloves on.
Each balloon has its own refueling procedures, which may be found in the appropriate flight manual for that balloon.
Refueling involves connecting a supply line to the balloon’s fuel lines, opening the refueling tank’s main valve, opening a
fixed liquid level gauge (“spit” valve) on the respective fuel tank in the balloon basket, and then opening the main supply
valve on that tank. When the fixed liquid level gauge begins to “spit” liquid propane, the tank is full. Shut off the main
tank valve first, then close the “spit valve,” then close the main supply line, and then bleed the lines. This is a generalized
description of the process; under all circumstances, the pilot should follow the procedure as outlined in the balloon’s flight
manual.
Safety during refueling is of paramount importance. While specific refueling procedures may vary, safety procedures do
not. Propane vapor is a highly flammable and, under certain circumstances, explosive gas. There are many instances of
accidents during refueling that have resulted in property damage, personal injury, and even death. The following safety
rules serve the balloon pilot well to remember:
• No smoking around the balloon while refueling. This is an absolute.
• Never conduct refueling procedures from inside the basket.
• Disable strikers in the basket. Turn off cell phones and pagers. Synthetic clothing may also provide a source of
ignition (static electricity) under certain circumstances.
• The chase vehicle should be shut off. Do not leave the engine running during the refuel process. In larger chase
vehicles, such as RV conversions, water heater pilot lights must be shut off.
• Persons conducting the refueling should wear gloves at all times, preferably loose ones that can be removed quickly.
• Never refuel inside a closed trailer or inside a van. The vapor can quickly build up to a potentially combustible level.
The basket should be moved to open air, as propane vapor is heavier than air.
For further safety recommendations, a pilot should consult with the propane supplier or see the appropriate section of the
Hot Air Balloon Crewing Essentials publication previously cited in this handbook.
Logging of Flight Time
At some time subsequent to the flight, it is necessary for the pilot to make entries regarding the flight in their personal
logbook, as well as the aircraft’s logbook. It is an accepted practice in aviation that flight time is logged in tenths of a hour,
as opposed to using hours and minutes. A tenth of an hour is represented by a 6-minute increment; remaining minutes are
rounded up. This practice is used for both individuals and aircraft.
Pilot’s Log
A pilot’s flight time is required to be logged under the provisions of 14 CFR section 61.51. That section states, in part, that
…“(1) Each person must document and record the following time…(a) training and aeronautical experience used to meet
the requirements for a certificate, rating, or flight review of this part. (2) The aeronautical experience required for meeting
the recent flight experience requirements of this part.” (in this case, referring to currency requirements as stipulated under
section 61.57) This is a relatively simple requirement and usually does not present issues for the pilot.
There are certain definitions relating to solo time, pilot in command (PIC) time, and instruction time, which are explained
within the regulation. Pilots are advised that since they alone are responsible for maintaining the log books, knowledge of
these definitions is necessary. Reviewing section 61.51 is appropriate. Should questions arise, a pilot should consult with
the local Flight Standards District Office (FSDO) for interpretation.
Aircraft Log Books
14 CFR section 91.417 addresses the requirement for aircraft maintenance records (commonly referred to as a log book),
and what the record must contain. All time recorded on the aircraft must be reflected in the maintenance record, and it is
the responsibility of the owner or operator of the aircraft to ensure that the records are correctly maintained.
Flight time in a balloon is defined as that time beginning when the balloon is first made buoyant and lasts until the balloon
is deflated. Balloons do not have a hour meter, as an airplane or other aircraft does, and the pilot must consider the fact that
burner activation on inflation would equate to an engine start on an airplane. [Figure 8-13]
Figure 8-13. Aircraft log books or maintenance records are for aircraft time and not for passenger names and flight experiences.
There are some pilots who do not, for whatever reason, record aircraft time conducted while on tether. This is an incorrect
practice. A balloon on tether is in flight, or more precisely, in a flight configuration, and conducting operations under the
provisions of part 91. All inflated time of a certificated balloon should be noted in the maintenance records to ensure that
inspection times are met.
Crew Responsibilities
The general theory regarding expectations of crew help at landing is if the pilot cannot land the balloon without help, they
should not be flying. It is not always possible for the chase crew to be at the landing site, so plan to land without assistance.
Most balloon pilots have strong opinions regarding whether or not the crew must be present for a landing. Those who do
not see a need for crew to be present have some solid reasons.
• It is not always possible for crew to be there. Traffic, wrong turns, and pilot decisions to land early or fly on can
thwart their best efforts.
• With no formal training, enthusiastic crew might interfere with the landing or do the wrong thing and create a
problem where none would have existed.
• Crew racing to every potential landing site may drive inconsiderately and even recklessly, endangering everyone on
the road and creating a poor impression for ballooning.
Pilots who favor crew being on hand have a number of equally convincing arguments.
• In any branch of aviation, takeoff and landing are the most critical maneuvers. In ballooning, landing is number one.
The vast majority of ballooning accidents and injuries occur on landing. A mistake during inflation or launch usually
means calling a repair station; burned throat fabric is the leading repair nationwide. A mistake during landing often
means calling the insurance agent. One insurance survey found accidents involving bodily injury on hard landings
occur twice as often as damage to equipment or even power line strikes. This trend clearly identifies a need to
improve safety at the end of every flight.
• The leading factor in accidents is wind. Highly variable surface winds often speed up, slow down, stop, turn, and
even go backward. Crew onsite can radio the pilot regarding surface wind speeds and directions prior to landing,
which factor into landing at a particular site, if at all.
• Landing approaches put the balloon at its closest to power lines, trees, buildings, and the ground. Potential risks
increase, and the closest first responders able to handle the balloon and trouble are most likely to be the crew.
• When flying low or into the sun, a pilot may not see hidden power lines, antennas, or other obstacles which crew
can easily spot while assessing the landing site.
• Crew can confirm the quality of a landing site. From a distance, a pilot cannot see what may rule the site out:
livestock gathered under a tree, standing water, a newly planted crop, another balloon deflating in the field, etc. The
crew may find a site the pilot might not have seen from the air.
• Many pilots ask crew to get landowner permission before committing to a site or actually landing. This is often a
crew’s top priority. Finding the landowner can take a few minutes; one crewmember can do this while another walks
out to assist the pilot. If it is a “no,” time and fuel might have been better spent searching for the next suitable option.
• Landings create a workload challenge for the pilot. Consider all the tasks in the seconds before and after landing:
flying the balloon, making an approach, briefing passengers, watching for obstacles, bracing for landing, deciding
to move closer to a road or driveway, shutting down tanks, bleeding fuel lines, radioing crew, directing passenger
unloading, deflating the envelope, keeping the envelope off obstacles, dealing with a hostile landowner or dog,
and more. A single oversight, distraction, or poor decision can compromise safety. Extra hands may be required to
protect everyone onboard and on the ground
• Crew serve as a pilot’s redundancy and work to minimize flight risks of any nature. The FAA and every balloon
manufacturer know the safety value of redundancy and the greatest risks (accidents and injuries) come at landing.
There is no better time for crew to promote safety than in the flight’s last minutes.
While crew-assisted landings may make some pilots uncomfortable, the reality is they happen all the time. This crew role
can perhaps have more impact on flight safety than any regulation, equipment, or technique, provided the pilot and crew
decide this before the flight
Sometimes the best landing assistance may be none at all. Every pilot is trained to land without help from their crew. The
balloon pilot may have chosen a landing site—fully visible from the air, with no obstacles, and perfect as is—early in
the flight. Conditions are often smooth enough for safe landings. An unassisted landing often gives the pilot a better feel
for the balloon’s equilibrium. Letting the ground absorb the balloon’s energy by touching and/or dragging might be the
safest option of all. The landowner might greet the pilot in person even before the crew arrives, and passengers may have
equipment disassembled and packed before the crew arrives. Many of these conditions frequently occur. A thoroughly
prepared crew is one that is trained and ready for the many occasions that they are needed.
Chapter Summary
Among the many adages in aviation is “takeoffs are optional, landings are mandatory.” For every flight, there must be a
landing, and the balloon pilot should be prepared to execute a landing with skill and precision at any time during the flight.
In the early days of ballooning, it was common to see pilots “stick” the balloon (execute a hard landing) on a routine
basis as burner systems were generally inadequate to slow the balloon during a rapid descent. With newer systems, the
balloon can be better controlled and a smooth, graceful landing is a routine result, provided the pilot has planned ahead
and understands the mechanics and concepts of the landing process. The information contained here is by no means all
inclusive, but illustrates certain methodologies to good landing techniques.