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drop the seaplane, potentially causing serious damage,
unless the seaplane is beached well out of their reach.
Flying boat pilots should be sure to clear the main gear
wells of any sand or debris that may have accumulated
before departing.
If the seaplane is beached overnight or higher winds
are expected, use portable tiedowns or stakes driven
into firm ground and tie it down like a landplane. If
severe winds are expected, the compartments of the
floats can be filled with water. This holds the seaplane
in very high winds, but it is a lot of work to pump out
the floats afterward.
RAMPING
For the purpose of this discussion, a ramp is a sloping
platform extending well under the surface of the water.
If the ramp is wood, the seaplane can be slid up or
down it on the keels of the floats, provided the surface
of the ramp above the water is wet. Concrete boat
ramps are generally not suitable for seaplanes. Water
rudders should be down for directional control while
approaching the ramp, but raised after the seaplane hits
the ramp.
If the wind is blowing directly toward the shore, it is
possible to approach the ramp downwind with enough
speed to maintain control. Continue this speed until the
seaplane actually contacts the ramp and slides up it.
Many inexperienced pilots make the mistake of cutting
the power before reaching the ramp for fear of hitting it
too hard. This is more likely to result in problems, since
the seaplane may weathervane and hit the ramp sideways
or backward, or at least need to be taxied out for
another try. When approaching at the right speed, the
bow wave of the float cushions the impact with the
ramp, but if the seaplane is too slow or decelerating,
the bow wave moves farther back along the float and
the impact with the ramp may be harder. Many pilots
apply a little power just prior to hitting the ramp, which
raises the fronts of the floats and creates more of a
cushioning bow wave. Be sure to hold the elevator control
all the way back throughout the ramping.
[Figure 6-9]
When the seaplane stops moving, shut down the engine
and complete the appropriate checklist. Ideally, the seaplane
should be far enough up the ramp that waves or
swells will not lift the floats and work the seaplane
Ch 06.qxd 8/25/04 10:45 AM Page 6-10
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back into the water, but not so far up the ramp that
shoving off is difficult. Ramps are usually quite slippery,
so pilot and passengers must be very cautious of
their footing when walking on the ramp.
The most difficult approach is when the wind is blowing
parallel to the shore, and strong enough to make
control marginal. If the approach is made into the wind,
it may not be possible to turn the seaplane crosswind
toward the ramp without excessive speed. In most
cases, the best procedure is to taxi directly downwind
until near the ramp, then close the throttle at the right
point to allow weathervaning to place the seaplane on
the ramp in the proper position. Then apply power to
pull the seaplane up the ramp and clear of the water.
This should not be attempted if the winds are high or
the ramp is too slippery, since the seaplane could be
blown sideways off the leeward side of the ramp.
[Figure 6-10]
Experience and proficiency are necessary for ramping
in strong winds. In many instances, the safest procedure
is to taxi upwind to the ramp and near enough for
a helper to attach a line to the floats. The seaplane may
then be left floating, or pushed and pulled into a position
where a vehicle can haul it up the ramp.
SALT WATER
Any time the seaplane has been operated in salt water,
be sure to flush the entire seaplane with plenty of fresh
water to minimize corrosion.
Approach Ramp
from Upwind Side
Allow Wind to
Weathervane the
Seaplane Until
Lined Up with the
Ramp. Use Power
to Pull the Seaplane Well
onto the Ramp.
Figure 6-9. The bow wave cushions the contact with the ramp.
Figure 6-10. Crosswind approach to a ramp.
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Ch 06.qxd 8/25/04 10:45 AM Page 6-12

7-1
SKIPLANE OPERATIONS
This chapter introduces pilots to the procedures
required in the operation of skiplanes. Since most
skiplane operations and training are conducted in
single-engine airplanes with a conventional gear
(tailwheel) configuration, this information is based
on operating skiplanes of this type. [Figure 7-1]
A skiplane configuration affects the overall operation
and performance of an airplane in several different
　
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