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drag in a high wind landing. If the envelope is allowed to ride free, it rides up and bows in the wind, forming a scoop that catches much more wind and increases the length of the drag along the ground. 

At this point, the descent is initiated and one or more potential landing sites should be identified. If the descent continues as expected and an adequate landing site is attainable, the descent rate should be tailored toward that site. A last check should be made for powerlines and other obstructions on the path to the landing site. The area downwind of the site should also be checked in case landing runs long. Only then, at a height above ground equal to the length of the trail rope (usually about 150 feet), and only if there are no intervening obstacles between the balloon and the landing site, will the trail rope be deployed. [Figure 11-11] 

<img src='content_image/595612.jpg'>

As with a hot air balloon, if a fast layer has been encountered during the descent, it may be advisable to level off at an altitude below the fast layer to burn off some momentum. However, if this jeopardizes hitting the only likely landing site, a high wind landing is the better option. 

The final phase of the landing is ground contact, and just as in piloting a hot air balloon, a decision must be made to perform either a rip-out or standup landing. Contrary to hot 

air ballooning, in gas, rip-out landings are the norm. Up to the final moment, ascent rate is controlled by actuating the valve (or parachute) to release small amounts of lifting gas. As in hot air ballooning, both pilots should be positioned for landing. Typically at about five feet AGL, the deflation port line (usually red) is pulled to open the port and release a large quantity of gas immediately. Some systems may have multiple deflation ports. Once the deflation port is activated, the flight is terminated with a rapid descent, so it is important to be close to the ground before activation. The height of activation can occasionally be as high as thirty to fifty feet in for emergency reasons, but a very hard landing is sure to ensue. 

On the newer German (Wörner) balloons with sealing parachute tops, it is possible to reseat the parachute after a deep activation of several seconds, but gas equivalent to many bags of ballast has been lost. Shorter, shallower vents are used on these systems for maneuvering, but deflation is achieved with a deep constant pull on the parachute line. 

Once the balloon has come to a stop and is no longer buoyant, the pilots exit and attempt to contact the chase. Any medical concerns should be dealt with immediately. Landowners should be located, if possible, and an inventory of the contents of the gondola should be done to check to see if anything bounced out during the landing. If darkness is near and no houses are in sight, flashlights, a compass, and GPS should be located immediately to ensure that bearings are not lost in the dark. On a long flight, it may be several hours until the chase crew arrives, but when they do, pack-up proceeds in reverse of assembly. 

## The America’s Challenge Race, 2006 

The 2006 America’s Challenge gas balloon competition is considered by many in the gas balloon community to be one of the most exciting and controversial flights in recent years. It is presented here as an illustration of the skills and decision-making processes necessary for a successful gas balloon flight. 

In July 2006, two gas balloon pilots from Georgia, Andy Cayton and Danni Suskin, were to participate in the Gordon Bennett challenge competition in Belgium. Upon preparation for launch, it was discovered that the balloon to be used had some mechanical problems that kept the Cayton-Suskin team from flying. Cayton came back to the United States with every intention of winning the America’s Challenge in the hope of having the opportunity to pursue a victory in the following year’s Gordon Bennett. As Suskin was unable to participate in the event, Cayton selected Kevin Knapp of North Carolina as his co-pilot for the America’s Challenge. 

