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• 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.
8-14
Figure 8-13. Aircraft log books or maintenance records are for aircraft time and not for passenger names and flight experiences.
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]
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, he or she 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.
　
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