some use only a few crewmembers. Balloon size, available crew, weather, location, and personal preference are factors that
determine procedures and number of crewmembers.
The Inflation
After the balloon is correctly laid out, place the inflation fan to the side of the basket within arm’s reach of the pilot, facing
into the center of the envelope mouth, making sure the fan blades are not in line with the pilot, crew, or spectators. If the
fan is well designed and maintained, it will not move around or require constant attention during operation. Exact fan
placement depends on the type of fan, burner, and size of the envelope, as previously discussed. Pump air into the envelope
and not under, over, or to the side of the mouth.
A crewmember should be placed at each side of the mouth of the balloon to lift the material and create an opening for air
to enter the envelope. During cold inflation (i.e., with the fan only) hold the mouth open wide enough to admit the airflow
from the inflator fan. It is best to inflate the balloon as full as possible. At a minimum, inflate the balloon to approximately
75 percent full of cold air.
As the envelope inflates, the pilot should check to see that control lines are correctly deployed and the deflation panel is
correctly positioned. This can all be done through or in the vent or from the top; it is not necessary to walk on the fabric.
During this phase of the inflation, the envelope should also be checked again for damage that would disqualify the balloon
from flight.
Once the preflight inspection and cold inflation are complete, and the pilot is satisfied that the envelope contains enough
ambient air to begin hot inflation, the two crewmembers at the mouth should hold it open as wide and as tall as possible to
keep the fabric away from the burner flame. The crewmembers should face away from the burner. At this point, fan speed
may be reduced to approximately one-half or two-thirds full throttle and the pilot may light the burner’s pilot lights in
preparation for inflation. Before activating the blast valve, the pilot should make eye contact with each crewmember at the
mouth and make sure each is ready. Crew readiness is paramount. The crew at the mouth of the envelope must be aware
the burner is about to be used.
Allow the fan to run at a reduced speed until the balloon mouth lifts off the ground and is no longer receiving air. If the
fan is turned off too soon, envelope air comes back out of the mouth and the backwash distorts the flame at the beginning
and end of each blast. Do not hurry to turn off the fan. Some pilots elect to shut off the fuel to the inflator fan, which
accomplishes two things. This procedure normally allows a fan to continue running for about a minute, which should be
long enough to inflate the balloon, and also allow fuel in the fan’s carburetor to be used, eliminating the likelihood of gas
fumes should the fan be stored in an enclosed space during transport.
The first burn or blast of the burner should be a short one to confirm the correct direction of the flame and to check the
readiness of the mouth crew. If they are startled by the flame or noise and drop the fabric, the short burn prevents or
minimizes damage. To reduce discomfort of the crew, it is best to inflate the balloon with a series of short burns and pauses,
rather than one continuous blast. Inflate using standard burns, with short pauses of about 2 or 3 seconds between burns.
The pauses give the fabric and skin a chance to cool and allow communication between the pilot and the crew, if necessary.
Under some circumstances, contraction and inflation of the balloon mouth may be seen. Burns should be timed to match
the expansion of the mouth. These mouth movements are called “breathing”; burns should be timed to match the open time
to avoid damaging the fabric.
Some pilots prefer to inflate the balloon with one long blast of the burner. The advantage of this type of inflation is that
the balloon inflates a few seconds faster and the mouth tends to stay fully open during the process. There are several
disadvantages. V oice communication is nearly impossible due to the noise of the burner. Anyone or anything within a few
feet of the burner may get burned. Also, some burners could be discolored or damaged by long burns.
The next step is to continue the burn-and-pause routine until the balloon is nearly ready to leave the ground. The crew should
be standing by the basket ready to hold the balloon (“hands on” or “weight on”), in case of a miscalculation, allowing the
balloon to start lifting off the ground before the pilot is ready. The use of the safety harness prevents unplanned departures.
Many pilots fail to achieve equilibrium or neutral buoyancy immediately after inflation. If equilibrium is not achieved, the
balloon is much more susceptible to wind. For example, if the envelope is not full, a slight wind can cave in a side causing
a spinnaker effect. If the balloon is standing, but not ready to fly, the pilot has only one option should the balloon start to
move horizontally; the pilot must deflate. If the balloon is only 5 or 10 seconds of heat away from lifting off, the pilot has
the choice of deflation or launch.
The inflation is the first action of ballooning that requires a pilot in command (PIC). The inflation should be safe and
efficient. Now, the balloon is almost ready to launch.
Prelaunch Check
After the balloon is inflated and upright, the pilot should perform a pre-launch check. Ensure that loose equipment is
properly stowed and secured. For balloons using multiple tanks, it may be appropriate to shut off the tank that was used for
inflation, and open the tank that will be used first for flight. Some pilots make another quick check of the burner to ensure
that there are no leaks or deficiencies present. The top cap should be activated to release the tabs (as necessary), and ensure
that the mechanism is functioning properly. The altimeter, if not previously set, should be set to the proper barometric
pressure or field elevation, and the temperature indicating system should be checked for a proper reading. If used, radios
should be turned on and secured. The pilot should note the time of inflation, and quickly check the fuel level in each tank
to ensure that there is sufficient fuel for the planned flight. This pre-launch check should be brief and verified through the
use of a pre-launch checklist.
Launch
If carrying passengers, now is the time to invite them in the basket. Immediately compensate for the additional weight with
sufficient heat to regain equilibrium. The passengers have already been briefed on the correct landing procedure. Brief
them again on behavior in the basket. Advise passengers not to touch any control lines, take care of their possessions, stay
within the confines of the basket, and, above all, to obey the PIC.
At least one crewmember should remain near the basket in case the pilot or passengers need assistance. This is a good
time to give the crew a final briefing regarding the expected distance and length of the flight, radio channels, and other last
minute instructions. If other balloons are launching from the same area, ask a crewmember to step back from the balloon
to check that it is clear above.
Two or three standard burns in a row from equilibrium usually provide a slow departure from the ground. If there are no
nearby, downwind obstacles to clear, a slow ascent rate is preferred to test wind direction and detect subtle wind changes.
Climbing at a slow rate is the best way to avoid running into balloons above. There is an unwritten rule in ballooning (not
regulatory) that the balloon below has the right of way (due to lack of visibility above). Although the balloon below has the
right of way, the higher balloon needs time to climb out of the way, if necessary. Pilots must maintain awareness of other
balloons operating near them, particularly in crowded or rally situations. [Figure 6-15]
Figure 6-15. The balloon below has the right of way while ascending. The pilot of the higher balloon should, as a courtesy and in the
interest of safety, yield the right of way to the ascending balloon, as that pilot is probably unable to see the balloon above.
A fast ascent rate from launch is only to avoid ground obstacles or to pass quickly through an adverse wind, and only
when it is clear above. Should circumstances require a fast ascent rate, the pilot should set up for the lift off by having the
ground crew put their weight on the basket by hanging their arms over the side, not holding on. The pilot should then heat
the balloon to a temperature beyond that needed for equilibrium; 20° above the neutral buoyancy point may be a good
starting point. After getting a check of possible traffic above the balloon, the pilot instructs the crew, “weight off,” and
the crew responds by removing their weight from the basket. It is imperative that the crew clears the basket, and that no
crewmembers are left hanging outside. The balloon then rises at a fairly rapid ascent rate. The pilot must be aware that the
balloon is marginally under control at this point, and that too excessive a climb rate may result in a condition known as
“floating the top.” This is a scenario where the air pressure created by the climb may push the top cap of the balloon down,
causing an out-of-control descent. Maximum climb rates are specified in the operating limitations section of the balloon’s
flight manual.
It is very easy to be distracted during launch and make an unintentional descent. Make sure all ground business is taken
care of, such as instructing the chase crew and stowing all equipment correctly, before leaving the ground.
The pilot should be aware of the possibility of uncommanded lift (often referred to as “false lift”) and the possibility of an
unplanned descent caused by surface wind or an ascent from a sheltered launch site. Pay attention to people and obstacles,
including the chase vehicle, fences, and particularly to powerlines. Realize where all powerlines are and visually locate
them as soon as possible.
Uncommanded (False) Lift
One consideration that must be made at the outset of any balloon flight is the possibility of experiencing phenomena
variously referred to as “false lift,” “false heavy,” or “uncommanded buoyancy.” These terms all describe an onset of
various factors and conditions, which, despite the differences in terminology, all relate to the result of air moving over or
under the balloon. The most important thing to remember is a balloon encountering one or more of these factors is not
under the full and complete control of the pilot, and is therefore a hazard. Pilots should be aware of these conditions, avoid
them if possible, and be aware of procedures and practices to minimize their effect on the balloon’s flight.
Three areas of focus warrant discussion:
• False lift.
• False heavy (air flow under the lower portion of balloon, creating downward lift).
• Envelope distortion causing diminished capacity.
It is important to understand the total physics involved. While the balloon is at neutral buoyancy on the ground, there are
two lift forces at work. The first is from the heating of the air, creating buoyancy inside the envelope. The second is the flow
of air over the top. The lift from these two elements combine to create the lift necessary to be at equilibrium. The addition
of a small amount of heat, through a short burn, increases the total lift and allows the balloon to rise.
False Lift
During initial flight training, pilots are taught about the effects of air flowing over the top of the envelope. While the balloon
is static on the ground, the shape of the top forces the flow of air to compress over the top creating a low pressure area.
[Figure 6-16] This low pressure area creates lift in much the same way an airplane wing does. There are two components
of lift: heated air inside the envelope and the lift created by the air passing over the top. As the balloon takes off and
accelerates to the speed of the air mass, the flow of air over the top diminishes, thus any lift created by it is no longer
available. If the balloon is at equilibrium at launch, and there is not some response by the pilot to add more heat, there will
not be sufficient lift to stay in the air, as a portion of the total lift has diminished.
Lift
Wind
Low pressure area
Figure 6-16. False lift dynamics.
Pilots are usually taught that the lift created by air flow over the top is to be considered “false lift,” because it was not
created by applying heat to the envelope. The lift is real; as long as the speed of the air flow and the balloon remain
sufficiently different, the lift continues to be generated. As the balloon accelerates, the lift created by the air flow is lost
and more heat must be added to maintain the same rate of ascent.
The same condition can exist when descending through a low level wind shear or jet. As the balloon penetrates the lower
boundary of the wind shear, the top of the balloon is momentarily in a faster moving layer of air which increases the air
flow lift component of the total lift generated. For a short period, there may be equilibrium with the two components of lift,
heat and air flow. As the descent continues, the top of the balloon moves out of the faster moving air (the value of one of
the lift components), and air flow is diminished. The rate of descent increases, unless the pilot takes action to increase the
buoyancy portion of the total lift by making a burn. Some pilots, when experiencing this, believe it to be a “false heavy”
situation, an incorrect perception.
False Heavy (Downward Lift)
False heavy is a condition which is the exact opposite of the false lift scenario described above, except that it is happening
at another part of the balloon and the force generated has a downward component.
This phenomenon occurs when descending into a faster moving air mass or wind shear. The lower half of the balloon enters
the shear and the surface of the balloon allows the air flow to generate lift. This lift is tangent to the surface of the balloon.
Because it is below the equator, where the tangent line points in a downward direction, the lift has a downward component.
This downward component of lift pulls the balloon down. [Figure 6-17]
Wind
Lift
Low pressure area
Figure 6-17. False heavy dynamics.
This effect is more severe on a fully loaded balloon than a lightly loaded one, by reasons of skin tension. A lightly loaded
balloon has more slack in the fabric on the lower portion of the balloon. On a heavily loaded balloon, the fabric below the
equator has greater tension providing a surface where a low pressure can develop.
A scenario having much less impact is fast moving air across the mouth of the balloon. This creates a dynamic low
pressure, similar to a venturi, which may cause the air to be pulled out of the envelope. As the air moves over the mouth of
the balloon, it creates the dynamic low pressure, which pulls the static air inside the envelope out. Of all the possibilities
discussed here, this point has the least impact on the lifting capability of the balloon, but is important when standing on the
ground following the initial inflation to equilibrium.
Diminished Capacity
Another way in which a wind shear can increase the rate of descent is by diminishing the capacity of the envelope. For
example, when descending, below is a low level wind shear with the air near the surface moving much faster or slower than
the air mass in which the balloon is traveling. As the balloon enters the lower air mass, the side of the balloon is pushed in,
decreasing the capacity of the envelope and pushing the air out the mouth. The larger the difference between the speed of
the two air masses, the greater the effect. The lift created by buoyancy is decreased and the balloon starts to descend. If this
happens at a low altitude, and the pilot has not responded in a timely manner, this may result in a hard landing
If a balloon descends abruptly from a 30 mph wind into a 15 mph wind, it experiences an effective abrupt increase in wind
across its surface from no wind to a 15 mph wind. This removes the boundary layer on its surface and greatly increases
heat lost by conduction, while causing distortion in the form of a “dish.” This condition is very dangerous to the low level
flight of a fully loaded balloon. It should be noted that as the envelope lowers into the slower wind and begins to distort
and slow-up, the effective wind speed over the top begins to increase. Air moving over the top of an envelope produces
false lift. Combined with diminished capacity, this again presents a hazardous condition which may result in an extremely
hard landing.
“Dishing” usually does not affect the flight path of a lightly loaded balloon as much as a more heavily loaded balloon
because no internal lifting heat is dumped; it is only redistributed inside the distorted envelope. To understand what a
“dish” can do to lift, the balloon pilot needs to understand how the “heat line” fluctuates under different loading conditions.
A balloon “floats” in the air because the hot air inside it weighs less than the volume of air it displaces. Usually the bottom
of the heated air is down close to its mouth. Notice that a normal two-second single burn on a heavily loaded balloon adds
only a small percentage of heat compared to its total required hot air volume. The same burn in a lightly loaded balloon
adds a much larger percentage of lifting heat compared to its total required hot air volume. This is a simple way to visualize
responsiveness.
If a heavily loaded envelope experiences a major “dish,” important lifting heat can be squeezed out. This condition is
extremely serious if on a final approach to landing because there is not enough time and altitude to add enough heat.
Remember, not only must the heat loss be replaced to make the balloon neutrally buoyant, but more must be added to stop
any downward momentum.
Heat loss can change the slope of the approach and, pilot unaware, make it steeper. The stronger the shear, the greater the
change in slope. Knowledge of this and the importance of adding heat quickly could prevent an excessively hard landing
or an accident.
Some signs of shear to watch for are any movement of crown lines, handling lines, throat ropes, skirt, or even basket
movement. It is important to realize that as the balloon lowers into the slower moving air, distorts, and starts slowing,
the effect of heat loss can be masked by false lift. Even if the shear is a mild one, false lift momentarily exists. When the
balloon slows enough and exits the faster moving air, the hidden false lift and dishing disappear and the balloon descends
out of control.
Some pilots intentionally create a situation of diminished capacity when making a high performance descent. In low or
stable wind conditions, this can be successfully executed. However, in the presence of strong wind shears, this technique
can prove disastrous.
If a pilot is in a false lift scenario, the first action should be to continue to fly the balloon. If the situation is encountered
during lift-off, or is believed to exist, the pilot should maintain a positive rate of climb until the false lift dissipates. If
the false heavy scenario exists during the landing, the pilot must be prepared for an acceleration in the descent rate. An
appropriate action would be to add heat to slow the descent, unless a steep approach to landing is desired.
In reality, there is nothing false about any of these situations. They are real and may create hazardous flight dynamics.
In many cases, more than one of these elements is at work. It is important for the pilot to be aware of them, their effects,
and consider what actions are necessary when they are encountered. The best prevention is anticipating these conditions
and maintaining situational awareness. If the conditions are extreme, it may be said that the best and first consideration is
staying on the ground.
Landowner Relations
An otherwise perfect flight can be marred without the use of the proper relationship skills needed to foster good landowner
relations. Often neglected, these skills provide the balloon pilot the locations necessary to inflate, launch, and land. Without
these properties, ballooning would be severely limited. Taking the time to explain one’s actions to a landowner, or dealing
with a farmer whose livestock have been spooked by an ill-timed contour flight, can create lasting impressions that have
tremendous long-term negative impact on the continued evolution of the sport.
During the launch phase of a flight, building/landowner relations is an easy task. The pilot should select launch sites that
avoid flight paths and landings around sensitive areas, such as livestock, expensive crops, nature preserves, etc.
Once a launch site is selected, the pilot should make an effort to identify the property as public or private. Generally, school
fields and local parks may be used without further inquiry unless there have been previous problems with balloons. In such
a case it would be appropriate to check with the local authorities for the use of these facilities.
Private property, however, is another issue. A balloon pilot and crew should never assume the right to use a private location
to launch or recover a balloon. To do so exhibits a degree of arrogance that has no place in ballooning and subjects
everyone participating to trespass laws. The landowner usually lives on the property and has paid for that right. In the event
that no one is immediately available, the pilot should either select another launch site or perhaps inquire of neighbors who
may be able to inform you of the landowner’s location. Finding the landowner and obtaining permission to use a particular
field may be one of the most important tasks of the launch process for the crew chief, if one is assigned. Undoubtedly, the
one time the pilot does not have appropriate authorization for use of a launch site and uses another’s property, someone
will be watching and problems later ensue.
The positive side of this is that most landowners welcome the balloon pilot and his crew, want to learn a little about
balloons, and gladly allow the use of their property for the launch. Many see this as an opportunity and actively participate
in the process. Others may grant permission, but stand back from the activity. Whichever type of landowner is encountered,
they usually respond positively to a pilot and crew that respect rights and protects landowner interests.
Chapter Summary
It is frequently said that every pilot sets up equipment and prepares for flight in a different manner. The purpose of this
chapter is not to emphasize those differences, but rather to illustrate the underlying similarities and procedures that every
balloon pilot must follow to safety begin a flight.