Introduction
No other aircraft has as many different types of landings as a balloon. Rarely are two landings in a balloon the same,
and each has its own unique characteristics. The prime consideration in any balloon landing is the safety of the pilot and
passengers. While accessibility, ease of recovery, and possible damage to the balloon are certainly considerations in any
balloon landing, these do not override the simple fact that preventing injury to occupants must be the primary goal of any
balloon pilot.
Accident statistics indicate that the landing sequence is the portion of flight in which the most injuries occur.
The Approach
An axiom of ballooning is “the best altitude for landing is the lowest altitude.” Anyone can land from one foot above the
ground; it takes skill to land from 100 feet. The pilot’s ultimate goal in making the approach is to set himself up to make
a smooth, gentle landing in the best possible location without causing damage to the balloon or injury to the passengers.
Conventional wisdom indicates three types of approaches to landing in ballooning—stair step, straight line, and steep
(previously discussed in Chapter 7, In-flight Maneuvers). In reality, the stair step and straight line approaches are considered
the same type of approach, a controlled approach, while the steep approach is viewed as an accelerated approach. Any
approach is considered to be a variation of one of these two or perhaps a combination.
Of more importance, and a point frequently missed by newer or inexperienced pilots, is that the approach is being performed
in two different planes or dimensions. Pilots are accustomed to thinking of the approach in vertical terms, but frequently
discount the fact that the approach is also being performed on the horizontal plane.
Refer to Figure 8-1. This is the approach path to the selected landing site for this pilot. Most pilots presume that this
will happen after making a determination of lower level winds, evaluating obstacle clearance, noting the presence of
powerlines, and making the decision to commit to the landing. After that, the primary focus becomes making the descent
without further consideration of the lateral or horizontal movement.
Figure 8-1. Horizontal approach path as normally visualized and performed.
Chapter 8: Landing & Recovery
In Figure 8-2, the pilot has determined the winds below, and has set up for the same approach ensuring obstacle clearance,
powerline considerations, and making the commitment to land. The difference here is that the pilot has a higher level
of situational awareness and understands the horizontal component, and therefore begins the approach with many more
options available. In this example, if the pilot is tending more towards the road, they can “extend” the approach to remain
in more favorable winds, and then continue the descent when the turn is more advantageous to the landing.
340° 600' AGL
320° 450' AGL
305° 300' AGL290° 150' AGL
270° 100' AGL
Figure 8-2. The horizontal plane’ s “reality” approach to landing.
The vertical component of the landing profile is represented in Figure 8-3. This may be referred to as a “natural” descent
profile. For example, the pilot may see a large field in the distance ahead and elect to initiate a shallow or low profile
approach. The pilot would let the balloon cool naturally until it reached the point depicted as Point A in Figure 8-3. A
normal descent rate at that point would project the balloon out on a line tangent with the descent curve at that moment.
From that point, the pilot must maintain that line much like the control necessary for contour flying.
Figure 8-3. Vertical profile for landing.
If, however, the winds are somewhat lighter or the landing site is tight, conducting the approach from Point B, Figure 8-3
might be more appropriate. Again, the pilot should wait until the tangent of the descent curve aligns with the targeted
landing site. At that point, the pilot should make a half burn and the balloon will follow the desired path.
As a final illustration, steep descents, as previously discussed in Chapter 7, are usually initiated and controlled from the
point or area depicted as C in Figure 8-3. The pilot must take both planes of movement, the horizontal as well as the
vertical, into consideration when making the approach.
Again, the balloon pilot must visualize the landing by imagining the path through the air and across the ground. Constant
scanning in all directions while on the desired approach is imperative. Target fixation can cause a pilot to miss potentially
dangerous objects or situations. Look for obstacles, especially powerlines, near the imagined track. Note surface wind
velocity and direction by looking for smoke, dust, flags, moving trees, and anything else that indicates wind direction.
Do not be influenced too much by a wind indicator at a distance from the proposed site if there is a good indicator closer.
As an example, imagine flying level at 700 feet above ground level (AGL) and it is time to land. Checking the fuel, there
is 30 percent remaining in each of the two 20-gallon tanks. The balloon’s track across the ground is toward the southeast,
but a farmer’s tractor is observed making a column of dust that is traveling nearly due east. The dust cloud rises from the
ground at about a 45° angle. From this information, it is believed that the balloon turns left as it descends. This means the
pilot is looking to the left of the line the balloon now travels. By dropping small tissue balls, the pilot determines that the
wind changes about halfway to the ground and continues to turn left about 45°. As an initial plan, visualize the descent
being no faster than about 500 feet per minute (fpm) initially and slowing to about 300 fpm about 400 feet AGL where the
turn to the left can be expected. Because the balloon loses some lift from the cooling effect of the wind direction change,
the rate of descent should be closely monitored during the turn.
With this imagined descent in mind, the pilot searches for an appropriate landing site. The next fallow field to the left of the
present track is blocked by tall powerlines. The landing site is rejected as unsuitable. The next field that seems appropriate
is an unfenced grain stubble field bordered by dirt roads with a 30-foot high power line turning along the west side to the
left and parallel to the balloon’s present track. Under the powerlines is a paved road with a row crop of sugar beets to the
right and directly in the balloon’s ground track.
The pilot selects a landing site at the intersection of the two dirt roads at the southeast corner of the field. The planned
path would be across the field diagonally giving the greatest distance from the powerlines. Extending the final approach
line back over the powerlines and into the sugar beet field, the pilot selects a point where the balloon is likely to begin its
surface wind turn. Then, reverse planning from that point, a point should be determined in order to begin the initial descent.
Now, the balloon pilot performs the descent, turn, and landing that is visualized. If all goes as planned, the balloon cools
and accelerates to about 500 fpm. The pilot applies some heat to arrest the descent while approaching the imagined turning
point over the beets, levels off (or actually climbs a bit) while crossing over the power lines (about 100 feet above), and
allows the balloon to cool again while setting up another descent across the stubble field. Due to the seven mile per hour
(mph) estimated wind, the pilot allows the basket to touch down about 150 feet away from the dirt road intersection to lose
some momentum as the basket bounces and skids over to the road, just as planned.
Imagine, how the landing might have occurred not knowing the surface wind was different from that of the flight path.
Perhaps a less considerate pilot would plan on landing in the beets, believing the crop would not be hurt and the farmer
would not care. Unfortunately, the balloon turns unexpectedly toward the power lines, causing the pilot to make several
burns of undetermined amount, setting up a climb that prevents the pilot from landing on the dirt road. The road is directly
in line with the balloon’s track but disappearing behind the balloon. Another good landing site becomes unusable because
of the lack of planning.
The prudent pilot makes a nice landing on a dirt road with 25 percent fuel remaining, while the unprepared pilot dives,
turns, climbs, and is now back at 600 feet in the air looking for another landing site. For the next attempt, the pilot has less
fuel and is under more pressure, all because of not noticing the power lines to the left and not checking the wind on the
ground before making the descent.
Step-Down Approach
The step-down approach method involves varying descent rates. This procedure is used to determine lower level wind
velocities and directions so that options may be considered until beginning the final descent phase to landing. There
are other methods to evaluate lower level wind conditions, such as dropping strips of paper, small balloons, etc. While
the descent path can be varied and sometimes quite shallow, it is important to avoid long, level flight segments below
minimum safe altitudes without intending to land. Level flight at low altitudes could lead an observer to believe that the
pilot has discontinued the approach and established level flight at less than a minimum safe altitude. [Figure 8-4]
Figure 8-4. The step-down approach
Low Approach
The second type of approach is a low or shallow approach. If there are no obstacles between the balloon and the proposed
landing site, a low or shallow approach allows a pilot to check the wind closer to the surface. The closer the balloon is to
the surface, the easier it is to land. Low approaches are suitable in open areas with a wide field of view and few obstacles.
Obstacles and Approach Angles
Most good landing areas are not very large and generally have obstacles somewhere close by. The classic approach requires
the balloon pilot to fly the balloon at a descent angle that clears the highest obstacle in its path to the intended landing
site. However, if the pilot allows the balloon to descend below that angle, a rapid adjustment of that angle is necessary to
avoid the top of the obstacle. In many cases, the attempt to miss an obstacle by a close margin may result in a period of
overcontrolling or excessive burns and vents.
The inexperienced pilot usually misses the intended landing site and is forced to find another or has an undesirably hard
landing, if the pilot manages to make the landing site. See Figure 8-5 for an illustration of this effect.
Figure 8-5. In this approach, the pilot has elected to clear the obstacle at a minimal distance. Any overcontrol after Point A is likely to
send the balloon past the intended landing area, and a very close clearance will be necessary over the obstacle at Point B in order to
preserve the desired approach angle.
This type of approach is helpful by keeping the intended landing area in focus so that the descent results in the balloon
touching down precisely where intended. Benefits to this methodology are straight line control and immediate visual
feedback from the landing site. The disadvantage of using this specific methodology is that, again, any deviation from
the depicted flight path may result in overcontrol or, at best, a “close shave” over the obstacle at Point B to preserve the
approach.
Figure 8-6 illustrates the same vertical profile but with a few subtle and important differences. The initial approach is
identical, but the initial target is different. Rather than focusing on the landing site past the barn requiring a clearance of
two or three feet, this pilot has elected to “aim” for a point of safe obstacle clearance of the barn (about ten feet above the
silo), knowing that a short vent on the other side “sharpens” the descent. It is clear that the balloon drops into the landing
site somewhat closer to the obstacle, the conscientious pilot having already evaluated that possibility prior to committing
to the landing. This methodology minimizes the possibility of overcontrolling and dramatically increases the chances of a
successful landing.
Figure 8-6. This approach is virtually the same as the one in Figure 8-5, but with subtle differences. In this case, the pilot has aimed
for a location above the obstacle at Point B with appropriate obstacle clearance. Minor deviations after Point A on the approach path,
if compensated for, still allow the pilot to make the intended landing area.
To summarize, if there is an obstacle between the balloon and the landing site, the following are the three safe choices.
1. Give the obstacle appropriate clearance and drop in from altitude.
2. Reject the landing and look for another landing site.
3. Fly a low approach to the obstacle, fly over the obstacle allowing plenty of room, and then make the landing.
The first choice is the most difficult, requiring landing from a high approach and then a fast descent at low altitude. The
second choice is the most conservative, but may not be available if the pilot is approaching the last landing site. The third
choice is preferable. Flying toward the site at low altitude provides an opportunity to check the surface winds. By clearing
the obstacle while ascending—always the safest option—the pilot ends up with a short, but not too high, approach.
Some Basic Rules of Landing
When a landing site is being considered, a balloon pilot should first think about the suitability of the site. “Is it safe, is it
legal, and is it polite?”
Plan the landing early enough so that fuel quantity is not a distraction. Always plan on landing with enough fuel so that
even if the first approach to a landing site is unsuccessful, there is enough fuel to make a couple more approaches.
The best landing site is one that is bigger than the balloon needs and has alternatives. If the balloon has three prospective
sites in front of it, the pilot should aim for the one in the middle in case the surface wind estimate was off. If the balloon
has multiple prospective landing sites in a row along its path, the pilot should take the first one and save the others for a
miscalculation. Unless there is a 180° turn available, all the landing sites behind are lost. Before beginning the approach,
the pilot should plan to fly a reasonable descent path to the landing site using the step-down approach, the low (shallow)
approach, or a combination of the two.
Congested Areas
Making an approach in a congested area, and subsequently discovering the site to be impossible or inappropriate, is another
example of a situation in which a pilot could be falsely accused of low flying. There are some inconsiderate pilots who
fly too low in congested areas without reason, but they are rare. Every pilot has an occasional aborted landing situation.
According to Title 14 of the Code of Federal Regulations (14 CFR) part 91, section 91.119, a balloon may fly closer to the
ground than the minimum altitude, if necessary for landing. For example, during the approach the balloon turns away from
the obviously preferred landing site, but there is another possible site only one-half mile in the proper direction. The pilot