indicate that the seaplane is staying on the water
before closing the throttle. After the seaplane settles
into a displacement taxi, complete the after-landing
checklist and lower the water rudders.
An accurately set altimeter may allow the pilot to set
up for the touchdown at an altitude somewhat closer
to the surface. If the pilot can be certain that the land-
ing configuration and 150 f.p.m. descent will be
established well above the water’s surface, starting
the final glide nearer the surface shortens the descent
time and overall landing length.
This technique usually produces a safe, comfortable
landing, but the long, shallow glide consumes consid-
erable landing distance. Be certain there is sufficient
room for the glide, touchdown, and water run.
ROUGH WATER LANDING
Rough is a very subjective and relative term. Water
conditions that cause no difficulty for small boats can
be too rough for a seaplane. Likewise, water that poses
no challenge to a large seaplane or an experienced
pilot may be very dangerous for a smaller seaplane or
a less experienced pilot.
Describing a typical or ideal rough water landing pro-
cedure is impractical because of the many variables
that affect the water’s surface. Wind direction and
speed must be weighed along with the surface condi-
tions of the water. In most instances, though, make the
approach the same as for any other water landing. It
may be better, however, to level off just above the
water surface and increase the power sufficiently to
maintain a rather flat attitude until conditions appear
more acceptable, and then reduce the power to touch
down. If severe bounces occur, add power and lift off
to search for a smoother landing spot.
In general, make the touchdown at a somewhat flatter
pitch attitude than usual. This prevents the seaplane
from being tossed back into the air at a dangerously
low airspeed, and helps the floats to slice through the
tops of the waves rather than slamming hard against
them. Reduce power as the seaplane settles into the
water, and apply back pressure as it comes off the step
to keep the float bows from digging into a wave face.
If a particularly large wave throws the seaplane into
the air before coming off the step, be ready to apply
full power to go around.
Avoid downwind landings on rough water or in strong
winds. Rough water is usually an indication of strong
winds, and vice versa. Although the airspeed for land-
ing is the same, wind velocity added to the seaplane’s
normal landing speed can result in a much higher
groundspeed, imposing excessive stress on the floats,
increasing the nose-down tendency at touchdown, and
prolonging the water run, since more kinetic energy
must be dissipated. As the seaplane slows, the ten-
dency to weathervane may combine with the motion
created by the rough surface to create an unstable
situation. In strong winds, an upwind landing means
a much lower touchdown speed, a shorter water run,
and subsequently much less pounding of the floats
and airframe.
Likewise, crosswind landings on rough water or in
strong winds can leave the seaplane vulnerable to cap-
sizing. The pitching and rolling produced by the water
motion increases the likelihood of the wind lifting a
wing and flipping the seaplane.
There is additional information on rough water land-
ings in Chapter 8, Emergency Open Sea Operations.
CONFINED AREA LANDING
One of the first concerns when considering a landing
in a confined area is whether it is possible to get out
200 Feet
Establish Landing Attitude and
150 f.p.m. Descent at 200 Feet
Maintain Landing Attitude, Airspeed, and
Descent Rate All the Way to the Water
After Landing, Close
Throttle and Maintain
Planing Attitude
Perform a Normal Approach, but Set Up
to Land at 200 Feet Above
the Water Surface
Figure 6-7. Hold the landing attitude, airspeed, and 150 f.p.m. rate of descent all the way to the surface.
Ch 06.qxd 8/25/04 10:45 AM Page 6-7
again. For most seaplanes, the takeoff run is usually
much longer than the landing run. Before landing, the
pilot should also consider the wind and surface condi-
tions expected when it is time to leave. If the seaplane
lands into a stiff breeze on water with small waves, it
might be more difficult to leave the next morning when
winds are calm and the water is glassy. Conversely, if
the seaplane lands in the morning when the air temper-
ature is low, departure in the hot afternoon might mean
a significant loss in takeoff performance due to the
density altitude.
It is especially important to carefully inspect the
landing area for shallow areas, obstructions, or other
hazards. After touchdown is not the time to discover
factors that make a confined landing area even
smaller or less usable than originally supposed.
Evaluation of the landing area should include
approach and departure paths. Terrain that rises
faster than the seaplane can climb is an obvious con-
sideration, both for the eventual takeoff as well as in
case of a go-around during landing. If climbout over
the terrain is not easily within the seaplane’s capabilities,
be certain there is sufficient room to make a gentle turn
back over the water for climb.
GO-AROUND
Whenever landing conditions are not satisfactory, exe-
cute a go-around. Potential conflicts with other aircraft,
surface vessels or swimmers in the landing area, recog-
nition of a hazard on the water, wind shear, wake tur-
bulence, water surface conditions, mechanical failure,
or an unstabilized landing approach are a few of the
reasons to discontinue a landing attempt. Climb to a
safe altitude while executing the go-around checklist,
then evaluate the situation, and make another approach
under more favorable conditions. Remember that it is
often best to make a gentle climbing turn back over the
water to gain altitude, rather than climbing out over a
shoreline with rising terrain or noise-sensitive areas.
The go-around is a normal maneuver that must be prac-
ticed and perfected like any other maneuver.
EMERGENCY LANDING
Emergency situations occurring within gliding distance
of water usually present no landing difficulty. Although
there is some leeway in landing attitude, it is important
to select the correct type of landing for the water condi-
tions. If the landing was due to an engine failure, an
anchor and paddle are useful after the landing is com-
pleted.
Should the emergency occur over land, it is usually
possible to land a floatplane with minimal damage in a
smooth field. Snow covered ground is ideal if there are
no obstructions. The landing should be at a slightly flat-
ter attitude than normal, a bit fast, and directly into the
wind. If engine power is available, landing with a small
amount of power helps maintain the flatter attitude.
Just before skidding to a stop, the tail will begin to rise,
but the long front portions of the floats stop the rise
and keep the seaplane from flipping over.
An ight water landing should generally be considered
only in an emergency. They can be extremely danger-
ous due to the difficulty of seeing objects in the water,
judging surface conditions, and avoiding large waves
or swell. If it becomes necessary to land at night in a
seaplane, seriously consider landing at a lighted air-
port. An emergency landing can be made on a runway
in seaplanes with little or no damage to the floats or
hull. Touchdown is made with the keel of the floats or
hull as nearly parallel to the surface as possible. After
touchdown, apply full back elevator and additional
power to lessen the rapid deceleration and nose-over
tendency. Do not worry about getting stopped with
additional power applied after touchdown. It will stop!
The reason for applying power is to provide additional
airflow over the elevator to help keep the tail down.
In any emergency landing on water, be as prepared as
possible well before the landing. Passengers and crew
should put on their flotation gear and adjust it prop-
erly. People sitting near doors should hold the liferafts
or other emergency equipment in their laps, so no one
will need to try to locate or pick it up in the scramble
to exit the seaplane. Unlatch all the doors prior to
touchdown, so they do not become jammed due to
distortion of the airframe. Brief the passengers thor-
oughly on what to do during and after the landing.
These instructions should include how to exit the
seaplane even if they cannot see, how to get to the
surface, and how to use any rescue aids.
POSTFLIGHT PROCEDURES
After landing, lower the water rudders and complete
the after-landing checklist. The flaps are usually raised
after landing, both to provide better visibility and to
reduce the effects of wind while taxiing. It is a good
practice to remain at least 50 feet from any other ves-
sel during the taxi.
After landing, secure the seaplane to allow safe
unloading, as well as to keep winds and currents
from moving it around. Knowing a few basic terms
makes the following discussions easier to under-
stand. Anchoring uses a heavy hook connected to
the seaplane by a line or cable. This
anchor
digs
into the bottom due to tension on the line, and keeps
the seaplane from drifting.
Mooring
means to tie
the seaplane to a fixed structure on the surface. The
seaplane may be moored to a floating buoy, or to a
pier, or to a floating raft. For this discussion,
dock-
ing
means securing the seaplane to a permanent
structure fixed to the shore. To
beach
a seaplane
means to pull it up onto a suitable shore surface, so
that its weight is supported by relatively dry ground
Ch 06.qxd 8/25/04 10:45 AM Page 6-8
rather than water. Ramping is defined as using a
ramp to get the seaplane out of the water and onto
the shore.
ANCHORING
Anchoring is the easiest way to secure a seaplane on
the water surface. The area selected should be out of
the way of moving vessels, and in water deep enough
that the seaplane will not be left aground during low
tide. The holding characteristics of the bottom are
important in selecting an appropriate anchorage. The
length of the anchor line should be about seven times
the depth of the water. After dropping the anchor with
the seaplane headed into the wind, allow the seaplane
to drift backward to set the anchor. To be sure the
anchor is holding, watch two fixed points somewhere
to the side of the seaplane, one farther away than the
other, that are aligned with each other, such as a tree on
the shore and a mountain in the distance. If they do not
remain aligned, it means that the seaplane is drifting
and dragging its anchor along the bottom. The nautical
term for when two objects appear directly in line, one
behind the other, is “in range” and the two objects are
called a range.
When choosing a place to anchor, think about what will
happen if the wind shifts. Allow enough room so that
the seaplane can swing around the anchor without strik-
ing nearby obstacles or other anchored vessels. Be cer-
tain the water rudders are retracted, as they can
interfere with the seaplane’s ability to respond to wind
shifts.
If anchoring the seaplane overnight or for longer peri-
ods of time, use a heavier anchor and be sure to comply
with maritime regulations for showing an anchor light
or daytime visual signals when required. [Figure 6-8]
When leaving the seaplane anchored for any length of
time, it is a good idea to secure the controls with the
elevator down and rudder neutral. Since the seaplane
can rotate so that it always faces into the wind, this
forces the nose down and reduces the angle of attack,
keeping lift and wind resistance at a minimum.
MOORING
Mooring a seaplane eliminates the problem of the
anchor dragging. A permanent mooring installation
consists of a heavy weight on the bottom connected by
a chain or cable to a floating buoy with provisions for
securing mooring lines. Approach a mooring at a very
low speed and straight into the wind. To keep from
overrunning the mooring, shut down the engine early
and let the seaplane coast to the mooring. If necessary,
the engine can be started again for better positioning.
Never straddle a buoy with a twin-float installation.
Always approach while keeping the buoy to the out-
side of the float to avoid damage to the propeller and
underside of the fuselage. Initial contact with the buoy
is usually made with a boat hook or a person standing
on the deck of one float.
While approaching the mooring, have the person on
the float secure one end of a short line to the bottom of
a float strut, if one is not there already. Then taxi the
seaplane right or left of the mooring so that the float on
which the person is standing comes directly alongside
the buoy. The free end of the line can then be secured
to the mooring.
Exercise extreme caution whenever a person is assist-
ing in securing the seaplane. There have been many
instances of helpers being struck by the propeller. On
Figure 6-8. Anchoring.
Ch 06.qxd 8/25/04 10:45 AM Page 6-9
most floatplanes, the floats extend well in front of the
propeller arc. Eager to do a good job, an inexperienced
helper might forget the spinning propeller while walk-
ing forward along the float.
DOCKING
The procedure for docking is essentially the same as
for mooring, except that approaching directly into the
wind may not be an option. The keys to successful
docking are proper planning of the approach to the
dock, compensating for the existing environmental
conditions, and skill in handling the seaplane in con-
gested areas. Bear in mind that a seaplane is fragile and
hitting an obstruction can result in extensive damage.
Plan the approach to the dock so as to keep the wind on
the seaplane’s nose as much as possible. While still
well clear of the dock area, check the responsiveness of
the water rudders and be sure the seaplane will be able
to maneuver in the existing wind and current. If control
seems marginal, turn away and plan an alternative
method of reaching the dock. While approaching the
dock, the person who will be jumping out to secure the
seaplane should take off seatbelts and unlatch the door.
When it is clear that the seaplane will just make it to
the dock, shut down the engine and let the seaplane
coast the remaining distance to encounter the dock as
gently as possible. The person securing the seaplane
should step out onto the float, pick up the mooring line
attached to the rear float strut, and step onto the dock as
the seaplane stops. The line should be secured to a
mooring cleat on the dock. Use additional mooring
lines if the seaplane will be left unattended. Be sure to
complete any remaining items on the checklist, and to
double-check that the mixture, magnetos, and master
switch are in the off positions.
BEACHING
Success in beaching depends primarily on the type and
firmness of the shoreline. Inspect the beach carefully
before using it. If this is impossible, approach the beach
at an oblique angle so the seaplane can be turned out
into deeper water if the beach is unsatisfactory. The
hardest packed sand is usually near the water’s edge
and becomes softer where it is dry, further from the
water’s edge. Rocky shorelines are likely to damage
the floats, especially if significant waves are rolling in.
Mud bottoms are usually not desirable for beaching.
To protect them from damage, water rudders should be
up before entering the shallow water near a beach. Sand
is abrasive and erodes any protective coatings on the
bottoms of the floats. If possible, beach the seaplane by
sailing backward with the water rudders up. The aft
bottoms of the floats do not dig into the sand as deeply
as the forward bottoms, so backing onto a beach is not
as hard on the floats as going in nose-first.
Do not leave the seaplane unattended unless at least a
tail line is fastened to some solid object ashore.
Moderate action of the water rapidly washes away the
sand under the floats and lets the seaplane drift. An
incoming tide can float a beached seaplane in just a few
minutes. Likewise, a receding tide may leave a sea-
plane stranded 30 or 40 feet from the water in a few
hours. Even small waves may alternately pick up and
drop the seaplane, potentially causing serious damage,
unless the seaplane is beached well out of their reach.
Flying boat pilots should be sure to clear the main gear
wells of any sand or debris that may have accumulated
before departing.
If the seaplane is beached overnight or higher winds
are expected, use portable tiedowns or stakes driven
into firm ground and tie it down like a landplane. If
severe winds are expected, the compartments of the
floats can be filled with water. This holds the seaplane
in very high winds, but it is a lot of work to pump out
the floats afterward.
RAMPING
For the purpose of this discussion, a ramp is a sloping
platform extending well under the surface of the water.
If the ramp is wood, the seaplane can be slid up or
down it on the keels of the floats, provided the surface
of the ramp above the water is wet. Concrete boat
ramps are generally not suitable for seaplanes. Water
rudders should be down for directional control while
approaching the ramp, but raised after the seaplane hits
the ramp.
If the wind is blowing directly toward the shore, it is
possible to approach the ramp downwind with enough
speed to maintain control. Continue this speed until the
seaplane actually contacts the ramp and slides up it.
Many inexperienced pilots make the mistake of cutting
the power before reaching the ramp for fear of hitting it
too hard. This is more likely to result in problems, since
the seaplane may weathervane and hit the ramp side-
ways or backward, or at least need to be taxied out for
another try. When approaching at the right speed, the
bow wave of the float cushions the impact with the
ramp, but if the seaplane is too slow or decelerating,
the bow wave moves farther back along the float and
the impact with the ramp may be harder. Many pilots
apply a little power just prior to hitting the ramp, which
raises the fronts of the floats and creates more of a
cushioning bow wave. Be sure to hold the elevator con-
trol all the way back throughout the ramping.
[Figure 6-9]
When the seaplane stops moving, shut down the engine
and complete the appropriate checklist. Ideally, the sea-
plane should be far enough up the ramp that waves or
swells will not lift the floats and work the seaplane
Ch 06.qxd 8/25/04 10:45 AM Page 6-10
back into the water, but not so far up the ramp that
shoving off is difficult. Ramps are usually quite slip-
pery, so pilot and passengers must be very cautious of
their footing when walking on the ramp.
The most difficult approach is when the wind is blow-
ing parallel to the shore, and strong enough to make
control marginal. If the approach is made into the wind,
it may not be possible to turn the seaplane crosswind
toward the ramp without excessive speed. In most
cases, the best procedure is to taxi directly downwind
until near the ramp, then close the throttle at the right
point to allow weathervaning to place the seaplane on
the ramp in the proper position. Then apply power to
pull the seaplane up the ramp and clear of the water.
This should not be attempted if the winds are high or
the ramp is too slippery, since the seaplane could be
blown sideways off the leeward side of the ramp.
[Figure 6-10]
Experience and proficiency are necessary for ramping
in strong winds. In many instances, the safest proce-
dure is to taxi upwind to the ramp and near enough for
a helper to attach a line to the floats. The seaplane may
then be left floating, or pushed and pulled into a posi-
tion where a vehicle can haul it up the ramp.
SALT WATER
Any time the seaplane has been operated in salt water,
be sure to flush the entire seaplane with plenty of fresh
water to minimize corrosion.
Approach Ramp
from Upwind Side
Allow Wind to
Weathervane the
Seaplane Until
Lined Up with the
Ramp. Use Power
to Pull the Seaplane Well
onto the Ramp.
Figure 6-9. The bow wave cushions the contact with the ramp.
Figure 6-10. Crosswind approach to a ramp.