Lindstrand Balloons 180A accident near Lewiston, Maine, August 20, 2011
On August 20, 2011 at about 10:00 pm local time, a Lindstrand Balloons 180A, registered N75213, was involved in an accident during prior to flight near Lewiston, Maine. It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured and 3 people had minor injuries; 4 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The separation of the inflation tank gas line due to an improperly positioned valve o-ring. Contributing to the accident was the use of an unapproved inflation tank.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 20, 2011 · about 10:00 pm local time
- Place
- Lewiston, Maine · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Lindstrand Balloons 180A
- Registration
- N75213 · registry record · serial 5301
- Damage
- Not recorded
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness, who boarded the balloon for a sightseeing flight, reported that the pilot bent over and contacted a gas line with his arm. The line connection separated at the inflation tank, and gas sprayed upward and ignited. The pilot received second-degree burns on his hands and arms. Three passengers and one ground crewmember received minor injuries. A postaccident examination revealed that a rubber o-ring on the inflation tank valve was partially exposed and out of its normal position. The examination revealed that there was no approval documentation for the installation of the inflation tank.
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
What happened, in order
- Fire/smoke (non-impact) during prior to flight defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Misc hardware › (general) › Not inspected
- cause Aircraft › Aircraft handling/service › Maintenance/inspections › (general) › Inadequate inspection
- factor Aircraft › Aircraft systems › (general) › (general) › Incorrect use/operation
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: balloon
- Flight time: 1,750 hours in all; 65 in this make and model; 33 in the last 90 days; 14 in the last 30 days; 1,750 as pilot in command
- Last flight review: April 24, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Injury: serious injuries
The aircraft
- Airframe total time: 141 hours
- Last inspection: annual inspection, September 19, 2010
- Maximum gross weight: 3,986 lb
- Landing gear: fixed
- Fire on the ground
The flight
- Departed from: Lewiston ME
- Destination: Lewiston ME
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 70°F (21°C)
- Altimeter: 29.92 inHg
- Observation at 9:55 pm from LEW, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 | 4 |
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.
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.