overview
Presuming that you are a certified and proficient
single-engine land pilot, the Single Engine Sea add-on
rating requires only a few hours of training (about 15) and,
in the United States, a checkride with an FAA examiner. In
the process, you'll learn to handle an airplane on the
water, read the environment for wind speed and direction
information, verify the suitability of a landing area, and
secure the airplane at a beach, ramp, dock, or mooring buoy.
You'll also learn better judgement, as your choice of
runway, traffic pattern, and parking spot is your choice
alone. Some of the new things you'll learn during the
transition are described below.
taxying
Taxying a seaplane is not the simple affair that land-based
pilots are accustomed to. A seaplane is always in motion on
the water -- there are no "brakes" in the conventional sense
to bring you to a stop. Even the run-up is done in motion,
with the pilot's attention divided between checklist items
and navigation. The pilot must maintain constant vigilance
for obstacles such as boats, submerged snags, and floating
debris. The seaplane pilot must also be familiar with the
vastly different characteristics of seaplanes when taxiing
at various speeds.
takeoff and landing
Unlike land-based aircraft, seaplanes have some unique types
of landings and take offs. For example, glassy (calm) water
inhibits depth perception during landing, and adds
significant drag during takeoff. Rough water pummels the
airframe and passengers, prompting expedited liftoffs and
prompt deceleration on landing. Crosswind landings have much
in common with land-based crosswind procedures, but
crosswind landings are rarely necessary in a seaplane
because the landing surface is usually large enough to land
into the wind regardless of its direction.
in the air
Essentially, seaplanes handle the same when airborne as
their land-based brethren. The two most significant
differences are speed and yaw stability. Speed is obviously
reduced by the bulky floatation gear, whether that be
floats, sponsons, or the "step" in the hull. Yaw stability
is eroded in float-equipped seaplanes by the addition of
surface area in front of the center of gravity. When the
airplane yaws, air hitting the front of the floats tries to
maintain the yaw. Many floatplanes have enlarged vertical
stabilizers to counteract this destabilizing effect, but
adroit rudder control is still a valuable skill for seaplane
pilots.
coming ashore
Flying a seaplane is the easy part. Docking, ramping, and
mooring is where a seaplane pilot proves his or her ability.
Precise control of the seaplane on the water, accounting for
the effects of wind, current, obstacles, and momentum, leads
to a respectable finale to the flight. Failure to exercise
such vigilance results in very expensive dents.
one more thing...
It is wind that the seaplane pilot curses most often -- and
doesn't thank often enough. Seaplanes naturally weathervane
to point into the wind, and this is often the downfall of an
otherwise perfect approach for docking or beaching, and
sometimes a good reason to abort a takeoff or avoid a
landing. But wind can also shorten a takeoff or landing,
assist a docking or beaching, or act as a brake when motion
is not desired. The ability to recognize and take advantage
of wind conditions is critical for the seaplane pilot. The
good news is that mother nature provides an abundance of
clues. Learning to pick up on those clues is as much a part
of learning to fly a seaplane as is mastering taking off and
landing.