Ch 06.qxd 8/25/04 10:45 AM Page 6-5 speed in upwind landings and increases groundspeed in downwind landings. While a landplane pilot seldom thinks about the additional force placed on the landing gear by a higher groundspeed at touchdown, it is a seri- ous concern for the seaplane pilot. A small increase in water speed translates into greatly increased water drag as the seaplane touches down, increasing the tendency of the seaplane to nose over. In light winds, this usually presents little problem if the pilot is familiar with how the seaplane handles when touching down at higher speeds, and is anticipating the increased drag forces. In higher winds, the nose-down force may exceed the ability of the pilot or the flight controls to compensate, and the seaplane will flip over at high speed. If the water’s surface is rough, the higher touchdown speed also subjects the floats and airframe to additional pounding. If there is a strong current, the direction of water flow is a major factor in choosing a landing direction. The speed of the current, a confined landing area, or the sur- face state of the water may influence the choice of landing direction more than the direction of the wind. In calm or light winds, takeoffs usually are made in the same direction as the flow of the current, but landings may be made either with or against the flow of the cur- rent, depending on a variety of factors. For example, on a narrow river with a relatively fast current, the speed of the current is often more significant than wind direction, and the need to maintain control of the sea- plane at taxi speed after the landing run may present more challenges than the landing itself. It is imperative that even an experienced seaplane pilot obtain detailed information about such operations before attempting them for the first time. Often the best source of infor- mation is local pilots with comprehensive knowledge of the techniques that work best in specific locations and conditions.  Although downwind landings often require signifi- cantly more water area, there are occasions when they are more convenient or even safer than landing into the wind. Sometimes landing upwind would mean a long, slow taxi back along the landing path to get to the dock or mooring area. If winds are less than 5 knots and there is ample room, landing downwind could save taxi time. Unless the winds are light, a downwind landing is sel- dom necessary. Before deciding to land downwind, the pilot needs a thorough knowledge of the landing char- acteristics of the seaplane as well as the environmental factors in the landing area.  Flat, calm, glassy water certainly looks inviting and may give the pilot a false sense of safety. By its nature, glassy water indicates no wind, so there are no con- cerns about which direction to land, no crosswind to consider, no weathervaning, and obviously no rough water. Unfortunately, both the visual and the physical characteristics of glassy water hold potential hazards for complacent pilots. Consequently, this surface con- dition is frequently more dangerous than it appears for a landing seaplane. The visual aspects of glassy water make it difficult to judge the seaplane’s height above the water. The lack of surface features can make accurate depth percep- tion very difficult, even for experienced seaplane pilots. Without adequate knowledge of the seaplane’s As with a downwind landing in a landplane, the main concern for a seaplane is the additional groundspeed added by the wind to the normal approach speed. The airspeed, of course, is the same whether landing upwind or downwind, but the wind decreases ground- 6-5 DOWNWIND LANDING GLASSY WATER LANDING Figure 6-5. A downwind arc is one way to compensate for a crosswind. Centrifugal Force Skidding Force