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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 tendency
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 capsizing.
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 landings
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
6-8
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 conditions
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 temperature
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 consideration,
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, execute
a go-around. Potential conflicts with other aircraft,
surface vessels or swimmers in the landing area, recognition
of a hazard on the water, wind shear, wake turbulence,
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 practiced
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 conditions.
If the landing was due to an engine failure, an
anchor and paddle are useful after the landing is completed.
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 flatter
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.
A night water landing should generally be considered
only in an emergency. They can be extremely dangerous
due to the difficulty of seeing objects in the water,
　
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