Ultramagic S-160 accident near Rancho Santa Fe, California, March 18, 2010
On March 18, 2010 at about 1:55 am local time, a Ultramagic S-160 (balloon), registered N30048, was substantially damaged in an accident during landing (flare/touchdown) near Rancho Santa Fe, California. It was an aerial observation flight under general aviation rules (Part 91). 3 people were seriously injured; 6 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A reduction of burner/heat production due to low fuel. Contributing to the accident was the pilot's continued flight with a low fuel status.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 18, 2010 · about 1:55 am local time · cases in 2010
- Place
- Rancho Santa Fe, California · map
- Type
- Accident
- Injuries
- 3 people were seriously injured; 6 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Ultramagic S-160
- Registration
- N30048 · registry record · serial 160/27
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that as the air tour balloon flight progressed, the wind moving the balloon gradually dissipated to a calm state. He stated that to reach his selected landing site, he needed to cross over some high power transmission wires; however, the balloon's three burners failed to produce full power and he elected to land short of the transmission wires. He performed an emergency descent by pulling the top out of the envelope and subsequently, the balloon landed hard. During the landing, three passengers were injured, and the envelope snagged on several trees resulting in substantial damage to the envelope. According to the pilot, at the time of the landing, each of the three 20-gallon fuel tanks was approximately 15 to 20 percent full. A balloon repair station owner reported that burner utilization during flight is either FULL on or totally off (except for the pilot light). When the fuel level of a tank is between approximately 10 to 20 percent, the liquid propane will begin to cavitate in a vortex manner due to the rapid evacuation of fuel through the fuel tank's liquid dip tube, which supplies each respective burner via a fuel hose. When this occurs, there is a discernible difference in the sound of a burner, a pulsing woof-woof, and the power output/thermal output is dramatically reduced. The Flight Manual for the balloon stated in the landing section: "Burner, connect if possible to a fuel cylinder filled to at least 40 percent of its capacity." Additionally, the Flight Manual states "Any contact with electric power lines is extremely dangerous and should be avoided at all costs."
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
- Loss of engine power (partial) during landing
- Hard landing during landing (flare/touchdown) defining event
The NTSB's findings
- Environmental issues › Physical environment › Object/animal/substance › Wire › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Wind › (general) › Contributed to outcome
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level other cases naming the fuel system
Pilot
- Certificate: commercial pilot
- Ratings: rotorcraft: balloon
- Flight time: 590 hours in all; 88 in this make and model; 40 in the last 90 days; 14 in the last 30 days; 496 as pilot in command
- Last flight review: August 21, 2008
- Medical certificate: None
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 417 hours
- Last inspection: annual inspection, June 1, 2009
- Maximum gross weight: 2,679 lb
- Seats: 1
- Landing gear: fixed
The flight
- Departed from: NONE Encinitas CA at 1:00 am
- Destination: NONE Rancho Santa Fe CA
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 270° at 3 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 45°F (7°C)
- Altimeter: 29.90 inHg
- Observation at 1:53 am from CRQ, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 3 | 5 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
3 documents, released by the NTSB on May 11, 2011. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Record of Conversation with G Hahn Regarding Balloon Repair and Flight Manual | PDF, 2 pages | View Download |
| 3 | Ultramagic Flight Manual | PDF, 5 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N30048 on the register today · the tail number may have moved to another aircraft since
- Ultramagic 45 aircraft on the register
- Accidents and incidents in California 9,080 since 1982 · 1,096 in the last ten years
- California 28,279 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR10LA169.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.