Balloon Works FIREFLY 7-15 accident near Pratt, Kansas, December 5, 1993
On December 5, 1993 at about 4:00 pm local time, a Balloon Works FIREFLY 7-15, registered N9079M, was substantially damaged in an accident near Pratt, Kansas. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO MAINTAIN CLEARANCE FROM OBSTACLES. FACTORS CONTRIBUTING TO THE ACCIDENT ARE THE PILOT'S MISJUDGED FUEL CONSUMPTION CALCULATIONS AND THE WEATHER (HIGH WINDS).
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 5, 1993 · about 4:00 pm local time
- Place
- Pratt, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Balloon Works FIREFLY 7-15 FIREFLY 7- · all FIREFLY 7-15s on the register
- Registration
- N9079M · no longer on the register · serial F7-743
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT STATED SHE WAS ATTEMPTING TO BREAK THE BALLOON FLIGHT DISTANCE RECORD ON THE DAY OF THE ACCIDENT. SHE SELECTED A DAY WITH HIGH WINDS IN ORDER TO ACCOMPLISH THAT GOAL, ANTICIPATING THE WINDS WOULD DIE DOWN BY THE TIME SHE LANDED IN THE EVENING. NINE PROPANE TANKS WERE ABOARD THE BALLOON, AND THE PILOT EXPECTED TO BE ALOFT APPROXIMATELY 8 HOURS. SHE INDICATED THE ACTUAL FUEL CONSUMPTION WAS TWICE WHAT SHE HAD ANTICIPATED. WHEN SHE SWITCHED TO THE 9TH AND FINAL PROPANE TANK, THE PILOT DECIDED TO MAKE A PRECAUTIONARY LANDING. THE PILOT STATED SHE TRIED TO LEVEL OFF AT 1000 FEET, BUT WAS UNABLE TO STOP THE DESCENT. THE BASKET TOUCHED DOWN IN A FLAT, OPEN FIELD, AND THE PILOT VENTED THE BALLOON'S ENVELOPE AND SHUT OFF THE PILOT LIGHT. STILL BEING BLOWN BY SURFACE WINDS, THE ENVELOPE HIT ELECTRICAL WIRES, BROKE THE POLE, AND CONTINUED ABOUT 60 FEET BEFORE IT DEFLATED. THE PILOT ESTIMATED THE SURFACE WINDS TO BE OUT OF 350 DEGREES AT 30 KNOTS.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: balloon
- Flight time: 317 hours in all
- Medical certificate: Unknown
- Seat: unk
The aircraft
- Last inspection: annual inspection, April 24, 1993
- Maximum gross weight: 1,750 lb
- Seats: 0
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: Elizabeth CO at 11:22 am
- Destination: MKC Kansas City MO
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 300° at 21 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 50°F (10°C), dew point 25°F (-4°C)
- Altimeter: 29.00 inHg
- Observation at 4:56 pm from ICT, 67 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N9079M the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.