ca-balloon-pilot flashcards

32 cards. Read the term and the definition here. The deck at the top of this page is optional.

PIC authority in emergency

The pilot-in-command may deviate from regulations to the extent necessary to meet an emergency and must report the deviation if it affects safety.

Private balloon licence limit

A private balloon pilot licence holder may not fly for hire or reward; commercial operations require a commercial licence with additional flight time and experience.

Balloon right-of-way

Balloons have right-of-way over all other aircraft except those in distress; between balloons, the lower balloon has right-of-way and the overtaking balloon must give way.

Documents carried on board

The pilot must carry the licence, medical certificate, certificate of registration, and certificate of airworthiness, and must check NOTAMs and weather before flight.

Reportable aviation incident

A collision, injury, forced landing, or other reportable incident must be reported to the Transportation Safety Board; accidents require immediate notification.

Class C and D airspace

Class C and D airspace require an ATC clearance; balloons without transponders must avoid transponder-required airspace and obtain clearance where required.

Standard lapse rates

Dry adiabatic lapse rate is about 3.0°C per 1000 ft; saturated adiabatic is about 1.5°C per 1000 ft; the standard atmosphere averages about 2°C per 1000 ft.

Dew point spread

When temperature and dew point converge within about 2°C, fog and low cloud become likely; radiation fog forms on clear, calm nights with a small spread.

Temperature inversion effect

An inversion is a layer where temperature increases with height; it produces stable air, traps haze below, and creates shear at its top that affects balloon ascent.

Wind gradient near surface

Surface friction reduces wind speed near the ground; wind backs and decreases near the surface and veers and increases with height in the Northern Hemisphere.

Thunderstorm ingredients

Thunderstorms require moisture, instability, and a lifting trigger; avoid flying near cumulonimbus due to severe turbulence, hail, lightning, and strong downdrafts.

High and low pressure

Low pressure brings converging, rising air and unsettled weather; high pressure brings diverging, subsiding air and generally clear, stable conditions.

Cloud type indications

Cumulus indicates instability; stratus indicates stable, moist air; lenticular clouds indicate strong winds aloft and mountain wave turbulence.

METAR versus TAF

METAR reports current conditions; TAF is a forecast valid for a specified period; both use wind direction and speed, visibility, and cloud height in hundreds of feet AGL.

True versus magnetic heading

Variation is the angle between true and magnetic north; convert using 'east is least, west is best' by subtracting easterly variation from true heading to get magnetic heading.

Compass deviation

Deviation is caused by aircraft magnetic fields and is specific to each heading; it must be applied after variation to obtain the compass heading.

Wind triangle components

Heading and airspeed combined with wind velocity determine track and groundspeed; drift angle equals track minus heading.

One-in-sixty rule

A one-degree error over 60 nautical miles results in one nautical mile off track; this rule is useful for estimating drift and correction.

Time en route formula

Time en route equals distance divided by groundspeed; fuel needed equals time multiplied by hourly consumption; always compute groundspeed from wind, not airspeed.

Pilotage and dead reckoning

Pilotage relies on visual landmarks; dead reckoning uses heading, time, and speed; GPS and ground features provide position fixes.

Latitude and longitude

One minute of latitude equals one nautical mile; longitude spacing decreases with latitude, equal to the cosine of the latitude.

Altimeter setting use

Setting the altimeter to the local pressure setting gives indicated altitude; balloonists use AGL awareness and visual references for landing decisions.

Buoyancy lift formula

Lift equals the density of displaced air minus the density of heated air, multiplied by envelope volume; heating the envelope lowers its density and produces lift.

Envelope temperature control

The burner heats the envelope; the parachute valve at the crown vents hot air to control ascent and descent; cooling or venting achieves descent.

Propane fuel system

Propane is stored in pressure cylinders; the burner vaporizes liquid propane; consumption depends on ambient temperature, wind, and load; plan fuel reserves.

Ballast use

Sandbags add weight to slow ascent and stabilize; ballast is dropped to arrest an unwanted descent or to extend flight.

Pre-flight inspection items

Check envelope fabric, load tapes, burner, fuel lines, cylinders, basket, and instruments; verify fuel quantity and pressure, and check the crown line and parachute.

Inflation and launch

Cold inflation uses a fan, then hot inflation uses the burner; the crew holds the crown line until the envelope is upright; launch only when stable and clear of obstacles.

Landing procedure

Approach with a controlled descent; brief passengers to assume the landing position facing direction of travel with knees bent; deflate the envelope by opening the parachute valve.

Burner failure response

A burner failure requires using the backup burner or landing; a fuel leak requires shutting off the valve; an envelope tear requires controlled descent and landing.

Crown line purpose

The crown line is held by ground crew during inflation to control the envelope top and prevent it from rolling; it is released once the envelope is upright.

Parachute valve function

The parachute valve at the crown vents hot air to reduce lift; opening it during flight causes descent, and it is opened after landing to deflate the envelope.