Aerostar International Inc. S-71A accident near Scottsdale, Arizona, February 15, 2003
On February 15, 2003 at about 5:15 pm local time, a Aerostar International Inc. S-71A (balloon), registered N5285M, was substantially damaged in an accident near Scottsdale, Arizona. It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's inadequate in-flight decision to cross over four sets of power lines with the existence of a known low fuel state and lack of wind, and failure to maintain altitude/clearance from the power lines during the landing, which resulted in the envelope contacting high voltage power lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 15, 2003 · about 5:15 pm local time
- Place
- Scottsdale, Arizona · map
- Type
- Accident
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerostar International Inc. S-71A
- Registration
- N5285M · registry record · serial S71-3023
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot made an emergency landing between power lines. Once the basket touched down, the envelope contacted high voltage lines and the voltage/spark arced to the ground. The envelope and basket sustained substantial damage. The pilot obtained local area weather briefings. He indicated that at the time of the accident there were no winds, and he was using more fuel than normal due to the lack of winds. The pilot noted a low fuel state and was crossing over power lines to get to an open space for landing. The balloon had crossed over three sets of power lines, when the pilot noted that he wasn't going to cross safely over the last set. He saw an open space between the third and fourth set of power lines and made an emergency landing. The pilot stated that he and the passengers did not feel voltage/spark in the basket.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: balloon; rotorcraft: glider
- Flight time: 10,850 hours in all; 100 in this make and model; 50 in the last 90 days; 20 in the last 30 days; 10,700 as pilot in command; 6,500 on instruments
- Last flight review: October 10, 2002
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Injury: no injuries
The aircraft
- Airframe total time: 178.6 hours
- Last inspection: annual inspection, February 15, 2002; 93.9 hours since
- Maximum gross weight: 2,000 lb
- Seats: 7
- Landing gear: fixed
- Engine:; 0 hours total
The flight
- Departed from: Scottsdale AZ at 3:35 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 1,500 ft; a few clouds at 700 ft
- Temperature: 57°F (14°C), dew point 54°F (12°C)
- Altimeter: 30.09 inHg
- Observation at 4:53 pm from SDL, 8 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 5 |
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.