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18.6 Ditching
18.6.1 Once preditching preparations are completed, the pilot should turn to the ditching heading and commence letdown. The aircraft should be flown low over the water, and slowed down until ten knots or so above stall. At this point, additional power should be used to overcome the increased drag caused by the noseup attitude. When a smooth stretch of water appears ahead, cut power, and touchdown at the best recommended speed as fully stalled as possible. By cutting power when approaching a relatively smooth area, the pilot will prevent over shooting and will touchdown with less chance of planing off into a second uncontrolled landing. Most experienced seaplane pilots prefer to make contact with the water in a semi.stalled attitude, cutting power as the tail makes contact. This technique eliminates the chance of misjudging altitude with a resultant heavy drop in a fully stalled condition. Care must be taken not to drop in a fully stalled condition. Care must be taken not to drop the aircraft from too high altitude, or to balloon due to excessive speed. The altitude above water depends on the aircraft. Over glassy smooth water, or at night without sufficient light, it is very easy for even the most experienced pilots to misjudge altitude by 50 feet or more. Under such conditions, carry enough power to maintain 90 to 120 noseup attitude, and 100 to 200 over stalling speed until contact is made with the water. The proper use of power on the approach is of great importance. If power is available on one side only, a little power should be used to flatten the approach; however, the engine should not be used to such an extent that the aircraft cannot be turned against the good engines right down to the stall with a margin of rudder movement available. When near the stall, sudden application of excessive unbalanced power may result in loss of directional control. If power is available on one side only, a slightly higher than normal glide approach speed should be used. This will insure good control and some margin of speed after leveling off without excessive use of power. The use of power in ditching is so important that when it is certain that the coast cannot be reached, the pilot should, if possible, ditch before fuel is exhausted. The use of power in a night or instrument ditching is far more essential than under daylight contact condi-tions.
18.6.2 If no power is available, a greater than normal approach speed should be used down to the flare.out. This speed margin will allow the glide to be broken early and more gradually, thereby giving the pilot time and distance to feel for the surface . decreasing the possibility of stalling high or flying into the water. When landing parallel to a swell system, little difference is noted between landing on top of a crest or in the trough. If the wings of the aircraft are trimmed to the surface of the sea rather than the horizon, there is little need to worry about a wing hitting a swell crest. The actual slope of a swell is very gradual. If forced to land into a swell, touchdown should be made just after passage of the crest. If contact is made on the face of the swell, the aircraft may be swamped or thrown violently into the air, dropping heavily into the next swell. If control surfaces remain intact, the pilot should attempt to maintain the proper nose attitude by rapid and positive use of the controls.

18.7 After Touchdown
18.7.1 In most cases drift caused by crosswind can be ignored; the forces acting on the aircraft after touchdown are of such magnitude that drift will be only a secondary consideration. If the aircraft is under good control, the “crab” may be kicked out with rudder just prior to touchdown. This is more important with high wing aircraft, for they are laterally unstable on the water in a crosswind, and may roll to the side in ditching.
NOTE.
This information has been extracted from the publication “Aircraft Emergency Procedures Over Water.”
19. Fuel Dumping
19.1 Should it become necessary to dump fuel, the pilot should immediately advise ATC. Upon receipt of advice that an aircraft will dump fuel, ATC will broadcast or cause to be broadcast immediately and every 3 minutes thereafter on appropriate ATC, FSS, and airline company radio frequencies the following:
EXAMPLE.
ATTENTION ALL AIRCRAFT.FUEL DUMPING IN PROGRESS.OVER (location) AT (altitude) BY (type aircraft) (flight direction).
19.2 Upon receipt of such a broadcast, pilots of aircraft affected, which are not on IFR flight plans or special VFR clearances, should clear the area specified in the advisory. Aircraft on IFR flight plans or special VFR clearances will be provided specific separation by ATC. At the termination of the fuel dumping operation, pilots should advise ATC. Upon receipt of such information, ATC will issue, on appropriate frequencies, the following:
EXAMPLE.
ATTENTION ALL AIRCRAFT.FUEL DUMPING BY. (type aircraft) TERMINATED.
20. Special Emergency (Air Piracy)
　
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