Ch 06.qxd 8/25/04 10:45 AM Page 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 condi- tions 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 temper- ature is low, departure in the hot afternoon might mean a significant loss in takeoff performance due to the density altitude. 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.  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 con- sideration, 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. Anight water landing should generally be considered only in an emergency. They can be extremely danger- ous due to the difficulty of seeing objects in the water, judging surface conditions, and avoiding large waves or swell. If it becomes necessary to land at night in a seaplane, seriously consider landing at a lighted air- port. An emergency landing can be made on a runway in seaplanes with little or no damage to the floats or hull. Touchdown is made with the keel of the floats or hull as nearly parallel to the surface as possible. After touchdown, apply full back elevator and additional power to lessen the rapid deceleration and nose-over tendency. Do not worry about getting stopped with additional power applied after touchdown. It will stop! The reason for applying power is to provide additional airflow over the elevator to help keep the tail down. In any emergency landing on water, be as prepared as possible well before the landing. Passengers and crew should put on their flotation gear and adjust it prop- erly. People sitting near doors should hold the liferafts or other emergency equipment in their laps, so no one will need to try to locate or pick it up in the scramble to exit the seaplane. Unlatch all the doors prior to touchdown, so they do not become jammed due to distortion of the airframe. Brief the passengers thor- oughly on what to do during and after the landing. These instructions should include how to exit the seaplane even if they cannot see, how to get to the surface, and how to use any rescue aids. Whenever landing conditions are not satisfactory, exe- cute a go-around. Potential conflicts with other aircraft, surface vessels or swimmers in the landing area, recog- nition of a hazard on the water, wind shear, wake tur- bulence, 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 prac- ticed and perfected like any other maneuver.  After landing, lower the water rudders and complete the after-landing checklist. The flaps are usually raised after landing, both to provide better visibility and to reduce the effects of wind while taxiing. It is a good practice to remain at least 50 feet from any other ves- sel during the taxi. 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 condi- tions. If the landing was due to an engine failure, an anchor and paddle are useful after the landing is com- pleted. After landing, secure the seaplane to allow safe unloading, as well as to keep winds and currents from moving it around. Knowing a few basic terms makes the following discussions easier to under- stand. Anchoring uses a heavy hook connected to the seaplane by a line or cable. This  anchor digs into the bottom due to tension on the line, and keeps the seaplane from drifting.  Mooring means to tie the seaplane to a fixed structure on the surface. The seaplane may be moored to a floating buoy, or to a pier, or to a floating raft. For this discussion,  dock- ing means securing the seaplane to a permanent structure fixed to the shore. To  beach a seaplane means to pull it up onto a suitable shore surface, so that its weight is supported by relatively dry ground 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 flat- ter attitude than normal, a bit fast, and directly into the wind. If engine power is available, landing with a small 6-8 EMERGENCY LANDING POSTFLIGHT PROCEDURES GO-AROUND