Ultramagic S A N-500 accident near Phoenix, Arizona, May 2, 2021
On May 2, 2021 at about 3:15 pm local time, a 2019 Ultramagic S A N-500 (balloon), registered N500UM, suffered minor damage in an accident during landing (flare/touchdown) near Phoenix, Arizona. It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured; 18 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inability to maintain control after the balloon's encounter with an unexpected wind gust, which resulted in a collision with a tree.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 2, 2021 · about 3:15 pm local time
- Place
- Phoenix, Arizona · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 18 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Ultramagic S A N-500, built 2019
- Registration
- N500UM · registry record · serial 500/18
- Damage
- Minor damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that before the revenue passenger-carrying balloon sightseeing flight, he obtained a weather briefing just before departure. Light and variable winds were forecast. After departure the balloon climbed to about 1,400 ft above ground level and began to drift north rather than northeast as he was expecting. After identifying a vacant field for landing, the pilot initiated the descent with a forward speed of about 6 knots. However, after the basket contacted the ground, the wind speed increased. The pilot partially opened the deflation valve to slow down the balloon, but the basket struck a dead tree. Branches from the tree pierced the basket, causing serious injuries to one of the passengers and minor damage to the basket. The balloon envelope had a capacity of 29 occupants, and the basket 25. According to the operator, for insurance purposes, the capacity was limited to 19 passengers and one pilot. Following a fatal balloon accident that occurred in Lockhart, Texas, on July 30, 2016 (see NTSB report AAR-17/03), the Balloon Federation of America (BFA) established an “Envelope of Safety” program for operators who carry paying passengers. According to the BFA, the voluntary program establishes a set of criteria divided into pilot and ride company requirements, which if followed, result in the operator being awarded “Silver”, “Gold”, or “Platinum” status. A prerequisite for all levels is the requirement that each pilot must also satisfy the BFA Professional Ride Operator (PRO) pilot criteria. The criteria established a series of pilot flight experience, training, and drug and alcohol test requirements. The pilot, who also owned the balloon operation, stated that while he was a member of the BFA, he was not enrolled in the PRO or Envelope of Safety Program. The accident was the second for the operator, the first also occurred in the same balloon, and resulted in two serious injuries. See NTSB accident report WPR20LA333.
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
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown) defining event
The NTSB's findings
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Effect on equipment
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: commercial pilot, sport pilot
- Ratings: rotorcraft: balloon
- Flight time: 3,600 hours in all; 216 in this make and model; 32 in the last 90 days; 11 in the last 30 days; 2,983 as pilot in command
- Last flight review: May 31, 2020
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: none
- Injury: no injuries
The aircraft
- Airframe total time: 187.7 hours
- Last inspection: annual inspection, January 22, 2021; 30 hours since
- Maximum gross weight: 8,406 lb
- Seats: 1
- Landing gear: fixed
- Operator: Randy Long Companies LLC
The flight
- Departed from: Phoenix AZ at 2:30 pm
- Destination: Phoenix AZ
- Flight plan: none
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 25°F (-4°C)
- Altimeter: 29.67 inHg
- Observation at 8:51 am from KPHX, 24 miles away
Weather report (METAR): KPHX 021551Z 00000KT 10SM FEW030 FEW250 28/M04 A2967 RMK AO2 SLP027 FU FEW030 NW T02781039
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 17 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on August 20, 2021. 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 | Pilot Correction to 6120.1 | PDF, 1 page | View Download |
| 3 | Bfa Envelope of Safety Program | PDF, 4 pages | View Download |
| 4 | Commercial Hot-air Balloon Safety Program FAA Announcement | PDF, 2 pages | View Download |
| 5 | Photograph of Damage | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N500UM 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.