Cameron V-90 accident near Frisco, Texas, May 22, 2000
On May 22, 2000, a Cameron V-90 (balloon), registered N6012C, was involved in an accident near Frisco, Texas. It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate passenger briefing for a high wind landing. A factor was the wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2000
- Place
- Frisco, Texas · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cameron V-90
- Registration
- N6012C · registry record · serial 5983
- Damage
- Not recorded
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to landing the balloon, the pilot informed the two passengers that they 'were going to make a fast approach, and it was going to be a hard landing.' He instructed the passengers to 'face the direction the balloon was traveling, bend their knees and hold on to rope handles or the tanks.' When the balloon impacted the ground and 'started a drag', one of the passengers 'lost her grip' and was ejected. While trying to reach for the passenger, the pilot and the other passenger were ejected. The two passengers fell to the ground, and the basket traveled over one of the passengers, who received three cracked ribs. The pilot maintained a grip on the deflation line; however, the balloon ascended approximately 20 feet agl before descending and coming to rest on the ground. The pilot reported the wind speed on landing was 12 knots. A weather reporting station (12 miles east of the accident site) reported the wind speed at 6 knots. The Cameron Balloons US Flight Manual states, in part, 'If it will be a high wind landing or a landing during a rapid vertical descent and it is expected that the basket may rebound or tip over or drag on a corner, the passengers should be briefed to face away from the direction of flight, hold on to the interior basket handle or tank collar in front of them, and crouch slightly. This position is most likely to prevent them from being thrown from the basket on impact or while dragging. It is most critical that the pilot remain in the basket during the landing process.'
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: 279 hours in all; 279 in this make and model; 9 in the last 90 days; 5 in the last 30 days; 279 as pilot in command
- Medical certificate: Unknown
- Seat: unk
The aircraft
- Airframe total time: 229 hours
- Last inspection: annual inspection, March 30, 2000; 66 hours since
- Maximum gross weight: 1,750 lb
- Seats: 0
- Landing gear: fixed
- Engine: (type not recorded); 0 hours total
The flight
- Departed from: NONE Plano TX at 11:45 pm
- Destination: NONE Frisco TX
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 150° at 6 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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 N6012C 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.