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In the nation’s heightened security climate, loss of
communications by aircraft can have serious
consequences, including intercept by military aircraft
and other traumatic outcomes. Air carrier as well as GA
aircraft are subject to lost communications events, as
described by this ASRS report.
 Suspect moderate turbulence caused multiple failures
of Com 1 and Com 2 [radios]. At least 4 calls to ATC gave
no response. Switching to Number 2 Com brought initial
relief followed by further failure while descending into
[destination airport]. Blind transmissions indicating our
listening watch on Guard (121.5 MHz) were heard by
ATC. [Our] reply again appeared to be unanswered.
Approach Control, when communications were reestablished,
gave handoff to Tower about 30 nm from
Runway 16. A follow-up call indicated that ATC had a
brief security concern…due to lost com and aircraft
altitude and progress toward airport… Further lost com
could have launched a potential intercept.
The flight crew suspected a loose radio rack as the
cause of the lost communications. Many air carrier and
GA pilots are planning ahead for the possibility of radio
failure by carrying backup communications devices on
flights. The most common devices are cell phones and
hand-held transceivers.
The Bottom Line
 Better information gathering, and doubting
one’s ‘old instincts’ regarding airspace boundaries
and the freedoms we have come to take for granted,
is what...can personally [be done] to avoid any
future incursions. Communicating this to other
pilots will also create awareness.
Ballooning Misadventures
The ASRS database contains hundreds of incident
reports submitted by commercial and sports balloonists
(known as aeronauts). Recently, ASRS received this
unusual report from a sports balloonist who made an
unplanned air-carrier type landing in the middle of a
special competition:
 Launched balloon heading approximately WSW at 8
knots. Special event was in effect and I followed the
special event balloon for approximately 45 minutes
across the first section of the lake. The special event
balloon landed, I threw at the target and flew on seeking
the first available landing site. No sites were available
and overwater once again, with 40% fuel remaining, I
flagged down a 70-foot cabin cruiser to tow me 1/2 mile
to shore. I landed on the deck, secured the basket and we
proceeded for the marina. Once near the shoreline, I
released the balloon from the deck and flew to the
shoreline. I landed at a lakeside house without injury or
damage to my aircraft. No emergency services were
required or contacted.
I believe that I used poor judgment concerning direction
of wind and speed for this flight. I could have possibly
landed safely prior to seeking the target throw, but failed
to do so… I did feel that competition and restrictions to
landing within 1,500 feet of the target area contributed
to my situation…
Rally Rash
“Hangar rash” occurs when an aircraft is damaged while
being moved into or out of a hangar. Balloonists face similar
“rash” hazards when trying to land or ascend with other
balloons in close proximity.
 Balloon rally, had 3 crew and pilot. I made a descent from
about 800 feet AGL to go to about 300 feet AGL. Other balloon
was on ground when I began descent. Other balloon
apparently burned hard for steep ascent to my elevation. My
crew and I saw the other balloon when separation was less
than 200 feet. I could not burn enough to turn my descent
around and get out of the other balloon’s flight path. My
basket impacted his balloon at center of top, went in +/- 3-4
feet. At this time my burning turned us around – his loss of
heat around the parachute turned his ascent around and we
separated. No damage was done to the other balloon’s
envelope or to my basket. Neither balloon had any other
trouble with equipment on landing. A lower rate of ascent/
descent on both balloons would have avoided the incident.
GPS To the Rescue
Having backup navigation capability can save lives, as
attested by the grateful pilot of a GA aircraft that
experienced engine failure over mountains, at night. The
pilot and passengers were an hour from home on an IFR
flight plan, cruising at 16,000 feet. A look ahead showed
worsening weather conditions, but the plane was
performing well as they cruised along:
 …Then, without warning, it all changed. Suddenly, it
felt like I pulled the throttle back to “idle.” I checked the
　
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