The Equipment
The following equipment quiz is used in the balloon theory school. Try it out
for yourself. Click on the question to reveal the answer.
1) Flight Cylinders
You will be asked to draw or indicate the following on the flight cylinders:
Team One Questions:
- A1) Straight dip tube.
- Goes from under the main valve down to the bottom of the cylinder.
When the cylinder is horizontal it will be below the propane level but
it can draw vapour during inflation if the cylinder isn’t full
resulting in the burner coils glowing red.
- B1) Vapour take-off (not marked vapour)
- There is nothing below this position on the tank – this tends to be
used for the vapour assembly in Worthington master cylinders produced by
Cameron’s.
- C1) Fixed liquid level tube (FLLT)
- This is the tube which is below the bleed valve. Recently replaced
FLLTs will be longer than older ones as the specification for the vapour
space has changed so that this is now larger. The FLLT determines the
empty vapour space, the tube is roughly 10 centimetres long.
- D1) The propane liquid level (vertical) when full.
- The propane level after filling will be about 10-15 centimetres from
the top of the cylinder.
- E1) What is a typical pressure in the flight cylinder?
Team 2 Questions:
- A2) Bent dip tube.
- The bent dip tube is designed to bend towards the end and downside of
the cylinder when it is lying on its side. For a Worthington cylinder
the tube will bend towards the two holes in the collar. If the cylinder
is the wrong way up then vapour will be supplied to the burner and it
will glow red hot.
- B2) Vapour take-off (marked vapour)
- Under the vapour take-off which is marked "vapour" on a
Worthington tank there is a small tube that bends away from the two
holes. This is designed to draw vapour for the pilot light when the
cylinder is horizontal or upright. If, when the cylinder is horizontal
it is the wrong way up then liquid will be pushed into vapour valve.
- C2) Fuel gauge
- The fuel gauge has a rod underneath which goes down to near the bottom
of the cylinder. See the Ballooning Manual for a diagram – page 127.
- D2) The propane liquid level (horizontal) when full (two holes down).
- The propane level when the cylinder is horizontal is about 5 – 8 cm
below the top of the cylinder.
- E2) What is the typical pressure for the vapour pilot light feed ?
2) Burner Test
- A1) When should you do a burner test and why?
- Every time that you fly, to ensure that all of the connectors are
operational, that there are no leaks and that nothing has been damaged
during re-fuelling and in transit.
- B1) Assuming everything is connected what is the first thing you should
check?
- That everything has been turned to the off position.
- C1) When opening a valve, how far do you open it and why?
- With rotary valves, one full turn. With quick shut off valves, all the
way open.
- D1) When testing the main burner, how long should you do this for?
- Burn for 4 seconds – it takes this long to empty the hose so if you
burn for less you may not have tested the supply from the cylinder.
- A2) What should you wear to do the burner test?
- Gloves, long sleeved jacket or shirt, long trousers, enclosed shoes or
boots.
- B2) Which valve must you open first?
- Always lead with liquid! So open the main valve first.
- C2) Which valve should you open second?
- The vapour valve on the master flight cylinder.
- D2) When closing a valve how much pressure is needed to ensure a seal?
- Just hand tight. Too much force can damage the valve seat. If you need
to apply a lot of force to stop a leak there is something wrong. If the
burner valve is open don’t expect the flow to stop until the hose is
empty.
3) The Burner
- A1) What is the procedure when changing fuel cylinders in flight and why?
- Check the other side of burner is working, get into a safe ascent to allow
sufficient time to carry out the procedure (about thirty seconds). Leave the
pilot light on. Turn off the main valve at the tank. Burn out the line at the
burner and close the burner blast valve. Unscrew the Rego connector from the
empty cylinder and move to cylinder to be used next. Open the main valve on this
cylinder. Operate the burner to check it is working.
- B1) When using a double burner, which produces more heat, the crossover or
operating both burners independently?
- If you use the crossover then the fuel is flowing down one hose to two
burners from one flight cylinder. If you use both burners (two flight cylinders)
then you are using two hoses and fuel will be supplied more quickly so you will
get more energy from the burner.
- C1) If you have vapour pilot lights how can you adjust the pilot light
pressure.
- Depending on the type of masters you have you may be able to reduce the
pressure of the vapour supplied to the pilot light at the regulator on the
flight cylinder. You should refer to your manufacturers manual or ask your
instructor for an explanation of how to do this.
4) Deflation Systems/Fast Deflation Systems.
- A1) What does a red line signify?
- This operates the final deflation device, whatever this may be.
- B1) Describe one FDS.
- The Smart Vent. This has a red line and a candy (pink) striped line and is of
the pull out, pull back variety as are the Q-Vent and the Tri-Vent which also
have a red and a candy striped line. Prior to take-off the red line should
always be operated to break the Velcro. Pulling the candy line will then reseat
and centralise the parachute. This is especially necessary during windy
inflations when the parachute can be displaced.
- C1) How should you normally use the parachute?
- The maximum operation time is as follows, it is OK to use for shorter
periods. Take up the slack on the parachute rip line, pull the line until the
knot is in your hands. Count to three and then release the line. Observe to
ensure that the rip line doesn’t snag and that the parachute reseats.
- A2) What does a candy stripe line do?
- This will depend on the FDS in use. It will usually operate the parachute if
this is fitted in addition to the FDS. It may also allow you to pull the
parachute back into place after operating the red line. YOU MUST ENSURE that you
know how the FDS that you are using operates as they are all slightly different.
- B2) Describe a none reseating FDS.
- The Superchute (Linstrand). This has three lines, red, sting and candy. The
candy line is used solely to operate the parachute and does not interact with
the red line as with other FDS. The yellow/black striped line (the sting) must
be pulled to arm the FDS whereupon a metal flag becomes visible at the pin in
the crown. The red line will now operate the FDS, it does this by releasing all
of the parachute retaining lines from the pin at the crown. Once the FDS is
deployed the parachute can not be pulled back into place.
- C2) Which re-seating FDS is safe to use at altitude?
- There are 3 UK manufactured fast deflation systems which can be re-seated by
use of the candy striped line. These are the Smart Vent, the Tri-Vent and the
Q-Vent . The flight manuals makes it clear that these systems should only be
deployed when the basket is on or just above (2 metres) the ground as the
envelope will deflate very quickly once these have been operated and could
easily deflate to a point where reheating isn’t possible.
5) Re-fuelling
- A1) Name one thing that you can increase/decrease to make fuel flow in the
right direction. How do you do this?
- The pressure can be reduced in the flight cylinder to allow fuel to flow (and
continue to flow into it from the bulk fuel source. This is achieved by opening
the bleed valve.
- B1) What range of concentrations of propane in air are flammable?
- 2 – 10%, outside this concentration range propane will not burn.
- C1) Give 4 precautions can you take to eliminate ignition sources during
re-fuelling.
- (i) Earthing of the flight cylinders and bulk tank
(ii) No electrical
equipment such as phones, torches, floodlights etc.
(iii) No vehicles in the
re-fuelling area
(iv) precautions to prevent sparks from footwear or cylinders
impacting with stones on the ground.
- D1) During pressurised re-fuelling why is it especially important that the
bleed valve is open.
- Because the liquid can fill up to above the bottom of the bleed tube (under
the bleed valve) thus reducing the "ullage" (vapour space). This could
then result in the tank venting liquid through the pressure release valve if it
is subsequently warmed.
- A2) Name the only other thing that you can increase/decrease to make fuel
flow in the right direction. What do you do?
- The temperature of the bulk fuel source can be increased (hot water), this
will increase the pressure in the supply and push the fuel into the cylinder.
Alternatively (or in addition) the temperature in the flight cylinder can be
reduced by standing in cold water.
- B2) What precautions should you take to reduce the level of injury during a
propane fire at re-fuelling?
- Ensure that all in the area are wearing long trousers, long sleeved shirts,
gloves and fully enclosed shoes.
- C2) Explain how and why we "pop" the liquid valve.
- The main valve on the flight cylinder is popped after refuelling. ENSURE that
the main valve is closed and that you are wearing gloves. Using a non-metal
device such as a pencil or non-writing end of pen, depress the nipple. A small
blast of propane will be released. This propane is held between the outside of
the main valve and the inside of the safety valve. If left "un-popped"
this propane could heat up and expand so jamming the valve.
- D2) When re-fuelling from 47Kg tanks when will you find re-fuelling easy and
when might it be difficult?
- This will be easy straight after flying as the used flight cylinders are cold
due to propane expansion. Refuelling will also be easier if the 47s have been
left in the sun and are warmer than the flight cylinders. Refuelling will be
difficult if the flight cylinders have been left in a hot trailer and are warmer
than the 47s. In this case it may take a few minutes of venting before the
propane flows from the 47 to the flight cylinder, reverse flow is possible
initially.
6) Rigging & Preparation
- A1) Under what weather conditions should you "tie-off" to the
retrieve vehicle?
- You should always tie off the rigged balloon before inflation not matter what
the weather conditions. There are two main reasons for this. Firstly, because an
unexpected breeze can come from nowhere – this can catch you unaware and can
take away your control of the balloon. Secondly, if you put a little too much
heat in during inflation the balloon can become airborne prematurely and collide
with nearby obstacles (other balloon, power wires, downwind obstacles).
- B1) What is likely to happen if all loose envelope fabric isn’t
"pulled out" before or during inflation?
- The mouth will close as the hot air starts to lift the fabric. This will make
it difficult to direct the flame into the mouth and could result in burning the
envelope.
- C1) Why should you never let a flight cylinder drop in a ploughed field ?
- If the flight cylinder lands on a stone this can dent the cylinder. Depending
on the size of the dent the cylinder could be declared un-airworthy at next
inspection and will in effect have no value.
- D1) Where is the best place for the fan during inflation and why?
- The "off" switch on most fans is on the right side of the fan.
Placing the fan on the left side of the basket allows the pilot to reach the
"off" switch should he/she need to do so.
- A2) Which way up should the karabiners on the basket be?
- This really doesn’t matter. They only thing that is important is that they
are screwed up and are lengthways.
- B2) What is the advantage of having the scoop attached during inflation?
- There is none. You will burn it.
- C2) When is it OK to start the fan?
- Once balloon is tied off and the pilot has indicated that this is OK.
- D2) If there is only one step in the basket where should this be?
7) Checks and Briefings
- A1) Crown line briefing ? – keep it short.
- Keep as much weight on for as long as you can. If the balloon comes up to
quickly the mouth may close. Wear gloves. Don’t wrap the rope around you or
your hands, you can easily get caught in the rope. One person is just enough to
do this so refuse any offers of help – I’ll never get the balloon up and it
will be have too much heat in it.
- B1) Retrieve vehicle – what should you check
- Handbrake on, in gear, keys in ignition.
- C1) Passenger briefing – keep it short.
- Hold on to rope handles or uprights, don’t touch the black fuel lines or
tanks. Don’t touch the red rip line (unless asked to do so). Bend your knees
(slightly) when we come for landing. Basket may tip over, never get out of the
basket until I say that it is safe to do so.
- D1) Pre-take off checks?
- You MUST use a mnemonic (e.g. I BECOME) or a checklist (preferable). Starting
at the top and working down is no longer acceptable as it is too easy to miss
something.
- E1) Who is responsible for all the checks and briefings?
- The pilot is always responsible for ensuring that these have been done.
- A2) What mouth briefing should you give?
- Wear gloves, long sleeve shirt and long trousers. You are there to keep the
mouth open. Try to keep it in an "O" shape, don’t pull so that it
becomes a letterbox. You can put you feet on the wires to help but take care not
to get tangled. You can hide behind the Nomex during inflation. Allow the
envelope come up naturally. I will tell you when to let go.
- B2) How should you brief anyone who is helping to hold the basket?
- NEVER let your feet off the ground, let go immediately if this happens. Only
put your hands on the basket. Should normally not let go unless I ask you to or
if the basket becomes airborne.
- C2) Who should carry out all the checks briefings?
- These can be carried out by anyone who the pilot feels is competent to do
these.
- D2) What should you do before landing?
- Check for wires, re-brief passengers, rip in hand. Consider turning off pilot
lights if it is going to be a hard landing or you are landing in a field which
could catch alight.
- E2) Post-landing actions?
- Switch off pilot lights (if not already) vent the lines and turn off all tank
and burner valves.
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