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then fastens the seatbelt and shoulder harness, secures
the door, and continues preparing for takeoff.
When a qualified person is available to help launch the
seaplane, the pilot can strap in, close the door, and start
the engine while the helper holds the seaplane. In most
situations, the helper should position the seaplane so it
is facing outward, perpendicular to the dock. It is very
important that the helper have experience in the proper
handling of seaplanes, otherwise an innocent mistake
could cause serious damage to the seaplane or to
nearby boats, structures, or other seaplanes.
TAXIING AND SAILING
One major difference between taxiing a landplane and
taxiing a seaplane is that the seaplane is virtually
always in motion, and there are no brakes. When
idling, a landplane usually remains motionless, and
when moving, brakes can be used to control its speed
or bring it to a stop. But once untied, the seaplane
floats freely along the water surface and constantly
moves due to the forces of wind, water currents,
propeller thrust, and inertia. It is important that the
seaplane pilot be familiar with the existing wind and
water conditions, plan an effective course of action,
and mentally stay ahead of the seaplane.
There are three basic positions or attitudes used in
moving a seaplane on the water, differentiated by the
position of the floats and the speed of the seaplane
through the water. They are the idling or displacement
position, the plowing position, and the planing or step
position.
IDLING POSITION
In the idling position or displacement position, the
buoyancy of the floats supports the entire weight of
the seaplane and it remains in an attitude similar to
being at rest on the water. Engine r.p.m. is kept as low
as possible to control speed, to keep the engine from
overheating, and to minimize spray. In almost all circumstances,
the elevator control should be held all the
way back to keep the nose as high as possible and minimize
spray damage to the propeller. This also
improves maneuverability by keeping more of the
water rudder underwater. The exception is when a
strong tailwind component or heavy swells could
allow the wind to lift the tail and possibly flip the
seaplane over. In such conditions, hold the elevator
control forward enough to keep the tail down.
[Figure 4-5 on next page]
To check the empennage area, untie the seaplane, gently
push it away from the dock, and turn it 90° so the
tail extends over the dock. Take care not to let the water
rudders contact the dock. In addition to the normal
empennage inspection, check the cables that connect
the water rudders to the air rudder. With the air rudder
centered, look at the back of the floats to see that the
water rudders are also centered. (On some systems,
retracting the water rudders disengages them from the
air rudder.) If the seaplane has a ventral fin to improve
directional stability, this is the time to check it. Spray
frequently douses the rear portion of the seaplane, so
be particularly alert for signs of corrosion in this area.
With the empennage inspection complete, continue
turning the seaplane to bring the other float against the
dock, and tie it to the dock. Inspect the fuselage, wing,
and float on this side. If the seaplane has a door on only
one side, turn the seaplane so the door is adjacent to the
dock when the inspection is complete.
When air temperatures drop toward freezing, ice
becomes a matter for concern. Inspect the float compartments
and water rudders for ice, and consider the
possibility of airframe icing during takeoff due to
freezing spray. Water expands as it freezes, and this
expansion can cause serious damage to floats. A large
amount of water expanding inside a float could cause
seams to burst, but even a tiny amount of water freezing
and expanding inside a seam can cause severe
leakage problems. Many operators who remove their
floats for the winter store them upside down with the
compartment covers off to allow thorough drainage.
When the time comes to reinstall the floats, it’s a good
idea to look for any bugs or small animals that might
have made a home in the floats.
STARTING THE ENGINE
Compared to a landplane, a seaplane’s starting procedures
are somewhat different. Before starting the
engine, the seaplane usually needs to be pushed away
from the dock, and quite often, it is the pilot who
pushes off. Therefore, the pilot should perform as
many of the items on the starting checklist as possible
prior to shoving off. This includes briefing passengers
　
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