History of Flight
On May 9, 2014, about 1940 eastern daylight time, an Eagle C-7 Balloon, N3016Z, was destroyed by fire after a landing attempt to a field and subsequent impact with powerlines near Ruther Glen, Virginia. The commercial pilot and two passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local sightseeing flight that departed from Meadow Event Park, Doswell, Virginia, approximately 4 miles south of the accident location. The flight was conducted under Title 14 Code of Federal Regulations Part 91.
Multiple eyewitnesses reported that the balloon approached the intended landing area from the south, where another balloon had just landed. As the balloon approached, the pilot engaged the burner; however, the balloon struck powerlines, resulting in a spark. A witness video showed the pilot engaging the burner for about 15 seconds prior to impacting the powerlines. Subsequently, the basket and a section of the envelope caught fire. The balloon then began an accelerated climb and drifted out of the video's view.
Pilot Information
The pilot, age 65, held a commercial pilot certificate with a rating for lighter-than-air free balloon, including a limitation for hot air balloon with airborne heater. He did not hold, nor was he required to maintain, an FAA medical certificate. According to a souvenir card handed out at the balloon festival, the pilot had 31 years of experience and over 660 hours of flight time.
Balloon Information
The balloon was equipped with two aluminum propane tanks, a wicker basket, and a 78,133 cubic foot envelope. It contained a small instrument pod with a vertical speed indicator, altimeter, and envelope temperature gauge. The most recent annual inspection was performed on August 5, 2013, at 270.4 hours total time in service. The basket was composed of wood, padding, woven wicker, rope handles, and a fuel cylinder compartment. A single burner valve/can, coils, pilot light regulator, and pilot light valve were attached to the top center of the basket. Fuel lines ran from each cylinder tank to the burner can assembly. The envelope was made of nomex and nylon panels, attached to the basket with cables.
Meteorological Information
The 1854 recorded weather observations from Hanover County Municipal Airport (OFP) in Ashland, Virginia, about 12 miles south of the wire strike site, included wind from 180 degrees at 10 knots, visibility 10 miles, few clouds at 12,000 feet agl, temperature 28°C, dew point 14°C, and an altimeter setting of 29.99 inches of mercury. An FAA inspector at the launch site reported that a mandatory safety briefing reviewed weather conditions with pilots, and that wind conditions measured on site were slowly decreasing from about 12 knots to as low as 6 knots at the surface. Winds aloft indicated increasing velocity and a course shift to the right by 1000 feet.
Wreckage and Impact
The debris path was approximately 6 miles long, oriented northeast from the attempted landing field. The balloon impacted electrical powerlines about 30 feet agl near the field. Several pieces of charred material were present near the powerline. Two aluminum propane fuel tanks, a hand-held fire extinguisher, the instrument pod, and various pieces of charred envelope fabric were recovered along the debris path. Both propane tanks were intact but exhibited thermal and impact damage and were devoid of fuel. The balloon crown, crown ring, deflation port, and burner were recovered on May 27, 2014, about 9 miles northeast of the takeoff location and 5.9 miles north of the powerline strike. Examination on August 25, 2014, revealed that the crown, crown ring, deflation port, basket bottom, and burner remained attached through several cables. The envelope was torn in several sections, with vertical and horizontal load tapes torn. The skirt and throat exhibited thermal damage. The basket's wood section was burned away, but the bottom remained attached to the heating system via stainless steel wires. The single burner had thermal discoloration but no anomalies when operated. Fuel lines were attached but thermally damaged. The main valve on one propane cylinder was fire-damaged and its position indeterminate; fuel quantity gauges were unreadable.
Medical and Pathological Information
An autopsy conducted on the pilot on May 12, 2014, listed blunt force trauma as the cause of death. Forensic toxicology detected no ethanol, but Fexofenadine (a nonsedating antihistamine) and Valsartan (an angiotensin receptor blocker) were found in the blood and liver.
Tests and Research
Handheld GPS units (Garmin 12 and Garmin Rhino 530HCX) were sent to the NTSB recorders laboratory but contained no pertinent information. Three cellular phones held photographs taken before the accident but none of the accident itself.
Additional Information
Witness photographs showed another balloon on the ground in the intended landing field, with unmarked powerlines above a road just prior to the field, and several trees in front of the powerlines. According to the power company, examination of the lines revealed no structural damage; one phase line had a burn mark on the side closest to the landing zone. The powerlines were three-phase, 7,200 volts phase to ground.
The balloon flight manual included a note in the "Normal Flight Operations" section stating, "Extreme care and judgment should be used in selection of landing sites in avoiding downwind powerlines." The "Performance" section stated the maximum demonstrated surface winds for landing were 7 knots and for takeoff were 5 knots.
The FAA Balloon Flying Handbook (FAA-H-8083-11A) provided guidance on preflight planning, inflight maneuvers (including techniques for judging obstacle clearance and noting a 6- to 15-second response time after burner use), and landing procedures, including high-wind landing considerations.