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direction to the waterway, so by convention the
inbound direction of such waterways is assumed to be
“clockwise” around the contiguous states. This means
that for waterways running parallel to the east coast,
southbound is considered the inbound direction; for
waterways along the Gulf coast, inbound means
westbound; and for waterways along the west coast,
northbound is inbound.
Daybeacons and daymarks serve similar purposes as
buoys and use similar symbology. In the United States,
green is replacing black as the preferred color for portside
daymarks. [Figure 1-4]
These are just the most basic features of the most common
buoyage system in the United States. There are
other buoyage systems in use, both in the United States
and in other countries. Sometimes the markings are
exactly the opposite of those just described. Good
pilots will obtain a thorough understanding of the maritime
aids to navigation used in the areas where they
intend to fly.
NIGHTTIME BUOY IDENTIFICATION
Usually only the more important buoys are lighted.
Some unlighted buoys may have red, white, or green
reflectors having the same significance as lights of the
same colors. Black or green buoys have green or white
lights; red buoys have red or white lights. Likewise,
buoys with a red band at the top carry red lights, while
those with a black band topmost carry green lights.
White lights are used without any color significance.
Lights on red or black buoys are always flashing or
occulting. (When the light period is shorter than the
dark period, the light is flashing. When the light is
interrupted by short dark periods, the light is occulting.)
A light flashing a Morse Code letter “A” (dot-dash)
indicates a mid-channel buoy.
There is much more to the system of maritime navigation
aids than can be presented here. Nautical books
and online resources can be a great help in extending
knowledge and understanding of these important aids.
Daymark Daymark
Pointer Pointer
Port (Left) Markers
(When Coming
from Seaward)
Starboard (Right) Markers
(When Coming
from Seaward)
Figure 1-4.Typical daymarks.
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2-1
SEAPLANE CHARACTERISTICS
There are two main types of seaplane: flying boats (often
called hull seaplanes) and floatplanes. The bottom of a
flying boat’s fuselage is its main landing gear. This is
usually supplemented with smaller floats near the
wingtips, called wing or tip floats. Some flying boats
have sponsons, which are short, winglike projections
from the sides of the hull near the waterline. Their purpose
is to stabilize the hull from rolling motion when
the flying boat is on the water, and they may also provide
some aerodynamic lift in flight. Tip floats are
sometimes known as sponsons. The hull of a flying
boat holds the crew, passengers, and cargo; it has many
features in common with the hull of a ship or boat. On
the other hand, floatplanes typically are conventional
landplanes that have been fitted with separate floats
(sometimes called pontoons) in place of their
wheels. The fuselage of a floatplane is supported
well above the water’s surface.
Some flying boats and floatplanes are equipped with
retractable wheels for landing on dry land. These aircraft
are called amphibians. On amphibious flying boats, the
main wheels generally retract into the sides of the hull
above the waterline. The main wheels for amphibious
floats retract upward into the floats themselves, just
behind the step. Additional training is suggested for anyone
transitioning from straight floats to amphibious
aircraft. [Figure 2-1]
There are considerable differences between handling
a floatplane and a flying boat on the water, but similar
principles govern the procedures and techniques
for both. This book primarily deals with floatplane
Figure 2-1. Flying boats, floatplanes, and amphibians.
Ch 02.qxd 8/24/04 10:33 AM Page 2-1
2-2
operations, but with few exceptions, the explanations
given here also apply to flying boats.
A number of amphibious hull seaplanes have their
engines mounted above the fuselage. These seaplanes
have unique handling characteristics both on the water
and in the air. Because the thrust line is well above the
center of drag, these airplanes tend to nose down when
power is applied and nose up as power is reduced. This
response is the opposite of what pilots have come to
expect in most other airplanes, and can lead to unexpected
pitch changes and dangerous situations if the pilot
　
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