move horizontally to the left to the gross lift axis of the chart and read the result (point D). In the illustrated example, this
computation results in a maximum gross lift of 1,120 pounds.
Using the chart again in Figure 3-13, determine the maximum altitude to which the balloon may climb, given the same
maximum gross lift figure of 1,150 pounds. In this example, it is simply a matter of extending the lines appropriately. The
A-B line would be extended to the diagonal line indicating a maximum temperature of 250 °F (which is the maximum
continuous operating temperature for most balloons). Then, a perpendicular line would be drawn from that intersection
point. After that line is drawn, extend the C-D line to the right, and the intersection of those two lines will indicate the
maximum altitude. In this example, this computation results in a maximum altitude of 10,000 feet.
Special Conditions
Most balloon flying is done in non-hostile terrain and benign weather. There are, some instances in which the terrain may
be more difficult, both for the pilot and the chase crew, and the weather may become a significant factor. With proper
preflight planning, the problems inherent in mountain flying and cold weather flying can be resolved. While somewhat
riskier than normal flying, this type of flying can be safely conducted.
Cold Weather Flying
Some pilots prefer flying in cold weather, which offers the advantages of more stable air and less fuel consumption to
maintain flight. This means long, gentle flights for the pilot. There are two main disadvantages to cold weather flying: the
need to maintain adequate pressure in the balloon’s fuel system and the difficulty of keeping the pilot, crew, and passengers
warm.
As propane gets colder, it has less vapor pressure. (See chart of propane and butane partial pressures, Appendix C). To
ensure adequate pressure in cold weather, follow the manufacturer’s recommended method, which will be described in
the flight manual. Many manufacturers recommend the use of nitrogen, an inert gas that may be added to the fuel tanks
by means of a regulator. This is perhaps the easiest way to pressurize tanks, as it may be done on site, and with little or no
prior planning. It does require the use of a nitrogen tank and a two-stage regulator. These items must be available to the
pilot before the flight. If the flight is cancelled after pressurization, and the anticipated rise in temperature is expected to
be more than 30°, the pressure will need to be bled off by using the fixed liquid level gauge.
Balloon systems using a vapor feed pilot system may not be able to use nitrogen as it can result in an unreliable pilot light.
Those systems commonly use heat tapes or heated tank covers in order to warm the propane. Heat tapes, similar to those
used to prevent water pipes from freezing, are reliable. They do require frequent inspection, as normal wear and tear may
cause an electrical short, with potential danger of damage to the fuel tanks. Among the aftermarket types of heat tapes, the
ones with an internal thermostat will cycle once a particular temperature is reached, reducing the possibility of overheating
the tanks.
Use tank heaters and heat tapes with extra caution. Tanks must not be heated in an area within 50 feet of an open flame,
near an appliance with a pilot light, or in a closed area without natural ventilation.
Pilots, as well as crew, should be dressed appropriately for the environment. Layered clothing that entraps warm air is
standard cold weather gear. Note that cold weather environments commonly promote static electricity. It is important that
clothing of natural fibers be used, rather than synthetics. A hat is important, as significant body heat escapes from the head.
Warm gloves and footwear are a must. Remember that certain types of hypoxia, or lack of oxygen to the brain (discussed
in Chapter 9, Aeromedical Factors), may be aggravated by exposure to continued cold. Pilots and crew should be aware
of the symptoms of hypothermia and frostbite, guard against them, and have a plan in place to deal with potential medical
emergencies.
From an equipment standpoint, the balloon requires no special preparation, other than insuring proper pressure in the fuel
system. Pilots should be aware that seals and O-rings may shrink somewhat or become brittle in cold weather. This may
cause a propane leak, and special caution should be taken during the equipment preflight process to ensure that this will not
be an issue. The pilot and chase crew should also be careful not to pack snow in the envelope, particularly if the balloon will
be stored for a long period of time before the next flight. With respect to the chase vehicle, remember to have antifreeze in
the cooling system. It is advisable to carry chains, a shovel, and a windshield wiper/scraper if there is a possibility of snow.
Mountain Flying
Flying in mountainous terrain can provide one of the most exhilarating flights imaginable, but there are numerous planning
factors that must be considered. [Figure 3-14]
Figure 3-14. Mountain flying.
Weather, with its associated phenomena, is perhaps the most important to understand of the many factors involved in
mountain flying. When inflating a balloon, drainage winds (a form of orographic wind) may cause the envelope to move
from its planned position, and may even roll back over the basket, pilot, and crew. As most weather forecasts do not address
this issue, consult with local pilots regarding these wind’s formation, strength, and onset. In flight, winds flowing across
mountain terrain set up features, such as rotors and standing waves (discussed in Chapter 4, Weather) which may cause a
complete loss of control of the balloon. Other less violent winds may cause the balloon to proceed in unplanned directions,
and require adjustments to landing and retrieval plans. It is important that any pilot contemplating flight in mountainous
terrain be aware of these potential conditions, and plan to minimize their effects.
Communications in mountainous terrain can be a significant factor because most radios used by balloonists are line of
sight, and will not work well, if at all, in particularly hilly or mountainous terrain. Cell phones may be used after landing,
but again may be limited by the lack of cell towers and general reception problems. A good communications plan between
pilot and ground crew includes a “lost balloon” contact with a common phone number that both parties call in order to find
where the other is. This could possibly be a person at home, willing to relay the information as necessary, or perhaps an
answering machine from which both the pilot and crew may retrieve messages.
Mountain flying that involves long distances requires appropriate clothing. Refer to the earlier paragraph on dressing
for cold weather flying, which also applies to mountain flying. Good preflight planning will ensure that the pilot and
passengers are prepared for a cold weather flight. It also prepares for the possibility of remaining out in the cold while
the ground crew locates the balloon, since following a balloon can be difficult in mountainous terrain. Some pilots carry
additional equipment in the balloon that they do not carry on flatland flights. Suggested provisions and equipment are
water, additional warm clothing or a sleeping bag, a strobe, a radio, a compass, a lightweight shelter (a Mylar® sheet can
be made into a simple tent, for example), and a good map or maps of the area.
The Ground Crew
As ground crew have no legal status or authority within 14 CFR, it is easy to overlook or downplay their role in the
preflight process, as well as flight safety. Ground crew knowledge and skill bring both the brains and brawn necessary
at every stage of a flight—from equipment set-up and flight path plotting to taking in-flight wind readings and assisting
challenging landings. Without sufficient crew, a pilot becomes rushed, distracted, uninformed, or in the midst of hazardous
conditions. Ground crews serve not only as physical help and assistance, but also serve as a form of redundancy for a pilot’s
eyes, muscles, and mind. [Figure 3-15]
Figure 3-15. Equipment set-up with a ground crew.
While crew requirements may vary from flight to flight, consider the following during the preflight process:
• Two crew members to assist is a good starting point. During the chase phase, one may drive while the other
navigates; two may handle emergencies better than one. Words of caution: more is not always better. In some cases,
passengers on board the balloon may be able and willing to help pack and unpack equipment. Another factor may
be the capacity of the chase vehicle.
• At least one crew member should be familiar with the balloon, the pilot’s flight planning and routines, emergency
procedures, vehicle operations (liftgate operations, trailer backing, etc.) and the local area. If out of town, a local
person who knows the area and roads can prove to be invaluable.
• A crew chief should be designated early in the preflight planning process to avoid conflicts or communications
breakdowns later. This person oversees all ground operations, under the direction of the pilot, directs other crew
members, and speaks on behalf of the pilot when meeting landowners.
• The crew should be free of major disabilities (pre-existing back conditions, severe allergies/ respiratory conditions),
capable of lifting/moving heavy equipment, and in good physical shape.
• A meeting place should be designated well in advance of the launch time. It is prudent to err on the early side, as
being late causes all other facets of the flight process to be rushed, increasing the potential for risks. If the meeting
site is to serve also as the launch site, there should be a secondary location available in case of relocation.
• Crew members who are healthy, rested, and focused perform best. Minimize conditions or distractions that
compromise these items.
While most crew members participate in ballooning for the fun and friendship it offers, it is essential they are committed
to their ongoing role in flight safety. Preflight planning requires that a pilot consider how crew will help each flight unfold
safely
Flying in New Territory
When planning a flight in a new or unfamiliar area, it is important to insure that balloonists are welcome. If possible, talk
to local balloonists who may be familiar with the area, and who may be able to point out local no-fly areas, potential launch
and landing sites, and potential landowner problem areas. To locate local balloonists:
• Call the nearest Flight Standards District Office (FSDO) and ask for the name of a balloon pilot examiner or FAA
Safety team member.
• Check for local balloon clubs in the area.
• Check the BFA membership roster online.
If there are no balloonists in the local area, talk to other aircraft pilots or local law enforcement offices. Let them know that
a balloon flight is being planned and ask for advice.
Equipment
Pack all equipment; have it ready and double checked the night before a flight. New pilots should create and follow a
checklist that covers all of the home station preparations for the chase vehicle and equipment. Simple tasks, such as
ensuring that radios and cell phones are properly charged, can easily be overlooked. Check to see that the balloon, fan, and
vehicle are fueled; vehicle tires are inflated; required documentation is in the balloon; and all necessary maps, radios, and
other equipment are loaded in the chase vehicle. [Figure 3-16]
Figure 3-16. It is important to check that all equipment is in proper working condition prior to flight.
Personal Preparation
The most important single element in preflight preparation is the pilot. A pilot anticipating a flight should do a quick self
analysis to ensure that they are mentally and physically capable and competent to perform. It is not uncommon to see pilots
and crews drive all night to get to an event, and, without sleep or perhaps suffering from a cold or other ailment, go ahead
and fly. Allow enough time and resources to remain healthy, rested, and focused enough to make wise flight preparations
and decisions that maximize flight safety.
It is a good policy to do an individual “preflight,” using the “I’M SAFE” evaluation checklist as illustrated in Chapter 1,
Introduction to Balloon Flight Training, Figure 1-5.
Chapter Summary
Flying a hot air balloon requires extensive preflight planning which depends upon a knowledge of meteorology applied to
local weather conditions, the ability to navigate using charts and maps, familiarity with the equipment used in ballooning,
a good support ground crew, and a dash of common sense. Safe flight experiences for a pilot in ballooning or any other
aircraft depend upon continuing education and experience.