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Seaplane Skiplane Flying Menu > Seaplane Operations ? Landings >Landing Area Reconnaissance
and Planning
When a landplane makes an approach at a towered
airport, the pilot can expect that the runway surface will be
flat and free of obstructions. Wind information and landing
direction are provided by the tower. In water operations, the
pilot must make a number of judgments about the safety and suitability
of the landing area, evaluate the characteristics of the water
surface, determine wind direction and speed, and choose a landing
direction. It is rare for active airport runways to be used
by other vehicles, but common for seaplane pilots to share their
landing areas with boats, ships, swimmers, jet-skis, wind-surfers,
or barges, as well as other seaplanes.
It is usually a good practice to circle the
area of intended landing and examine it thoroughly for obstructions
such as pilings or floating debris, and to note the direction
of movement of any boats that may be in or moving toward the
intended landing site. Even if the boats themselves will remain
clear of the landing area, look for wakes that could create
hazardous swells if they move into the touchdown zone. This
is also the time to look for indications of currents in moving
water. Note the position of any buoys marking preferred channels,
hidden dangers, or off-limits areas such as no-wake zones or
swimming beaches. Just as it is a good idea in a landplane to
get a mental picture of the taxiway arrangement at an unfamiliar
airport prior to landing, the seaplane pilot should plan a taxi
route that will lead safely and efficiently from the intended
touchdown area to the dock or mooring spot. This is especially
important if there is a significant wind that could make turns
difficult while taxiing or necessitate sailing backward or sideways
to the dock. If the water is clear, and there is not much wind,
it is possible to see areas of waterweeds or obstructions lying
below the surface. Noting their position before landing can
prevent fouling the water rudders with weeds while taxiing,
or puncturing a float on a submerged snag. In confined areas,
it is essential to verify before landing that there is sufficient
room for a safe takeoff under the conditions that are likely
to prevail at the intended departure time. While obstruction
heights are regulated in the vicinity of land airports and tall
structures are usually well marked, this is not the case with
most water landing areas. Be alert for towers, cranes, powerlines,
and the masts of ships and boats on the approach path. Finally,
plan a safe, conservative path for a go-around should the landing
need to be aborted.
Most established seaplane bases have a windsock,
but if one is not visible, there are many other cues to gauge
the wind direction and speed prior to landing. If there are
no strong tides or water currents, boats lying at anchor weathervane
and automatically point into the wind. Be aware that some boats
also set a stern anchor, and thus do not move with changes in
wind direction. There is usually a glassy band of calm water
on the upwind shore of a lake. Sea gulls and other waterfowl
usually land into the wind and typically head into the wind
while swimming on the surface. Smoke, flags, and the set of
sails on sailboats also provide the pilot with a fair approximation
of the wind direction. If there is an appreciable wind velocity,
wind streaks parallel to the wind form on the water. In light
winds, they appear as long, narrow, straight streaks of smooth
water through the wavelets. In winds of approximately 10 knots
or more, foam accents the streaks, forming distinct white lines.
Although wind streaks show direction very accurately, the pilot
must still determine which end of the wind streak is upwind.
For example, an eastwest wind streak could mean a wind from
the east or the west—it is up to the pilot to determine
which. [Figure 6-1]
Figure 6-1. Wind streaks
show wind direction accurately, but the pilot must determine
which end of the streak is upwind.
If there are whitecaps or foam on top of the
waves, the foam appears to move into the wind. This illusion
is caused by the motion of the waves, which move more quickly
than the foam. As the waves pass under the foam, the foam appears
to move in the opposite direction. The shape of shorelines and
hills influences wind direction, and may cause significant variations
from one area to another. Do not assume that because the wind
is from a certain direction on this side of the lake that it
is from the same direction on the other side.
Except for glassy water, it is usually best
to plan to land on the smoothest water available. When a swell
system is superimposed on a second swell system, some of the
waves may reinforce each other, resulting in higher waves, while
other waves cancel each other out, leaving smoother areas. Often
it is possible to avoid the l arger waves and land on the smooth
areas.
In seaplanes equipped with retractable landing
gear (amphibians), it is extremely important to make certain
that the wheels are retracted when landing on water. Wherever
possible, make a visual check of the wheels themselves, in addition
to checking the landing gear position indicators. A wheels-down
landing on water is almost certain to capsize the seaplane,
and is far more serious than landing the seaplane on land with
the wheels up. Many experienced seaplane pilots make a point
of saying out loud to themselves before every water landing,
“This is a water landing, so the wheels should be up.”
Then they confirm that each wheel is up using externally mounted
mirrors and other visual indicators. Likewise, they verbally
confirm that the wheels are down before every landing on land.
The water rudders are also retracted for landings.
When planning the landing approach, be aware
that theseaplane has a higher sink rate than its landplane counterpart
at the same airspeed and power setting. With some practice,
it becomes easy to land accurately on a predetermined spot.
Landing near unfamiliar shorelines shorelines increases the
possibility of encountering submerged objects and debris.
Besides being safe, it is also very important
for seaplane pilots to make a conscious effort to avoid inflicting
unnecessary noise on other people in the area. Being considerate
of others can often mean the difference between a warm welcome
and the banning of future seaplane activity in a particular
location. The actions of one pilot can result in the closing
of a desirable landing spot to all pilots. People with houses
along the shore of a lake usually include the quiet as one of
the reasons they chose to live there. Sometimes high terrain
around a lake or the local topography of a shoreline can reflect
and amplify sound, so that a seaplane sounds louder than it
would otherwise. A good practice is to cross populated shorelines
no lower than 1,000 feet AGL whenever feasible. To the extent
possible consistent with safety, avoid overflying houses during
the landing approach. If making a go-around, turn back over
the water for the climbout, and reduce power slightly after
attaining a safe altitude and airspeed. A reduction of 200 r.p.m.
makes a significant difference in the amount of sound that reaches
the ground.
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