4/20/23 

AIM 

At this point, additional power should be used to overcome the increased drag caused by the nose up 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 

overshooting 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 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 nine to twelve degrees nose up attitude, and 10 to 20 percent 

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 ensure 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 conditions. 

1. 

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 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 above the horizon attitude by rapid and positive use of the controls. 

f.  After Touchdown. 

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. 

REFERENCE

−

 

This information has been extracted from Appendix H of the “National Search and Rescue Manual.” 

6

−

3

−

4.  Special Emergency (Air Piracy) 

a. 

A special emergency is a condition of air piracy, or other hostile act by a person(s) aboard an aircraft, which 

threatens the safety of the aircraft or its passengers. 

b. 

The pilot of an aircraft reporting a special emergency condition should: 

1. 

If circumstances permit, apply 

distress

 or 

urgency

 radio

−

telephony procedures. Include the details of the 

special emergency. 

REFERENCE

−

 

AIM, Para 6

−

3

−

1, Distress and Urgency Communications. 

2. 

If circumstances do not permit the use of prescribed 

distress

 or 

urgency

 procedures, transmit: 

(a) 

On the air/ground frequency in use at the time. 

(b) 

As many as possible of the following elements spoken distinctly and in the following order: 

(1) 

Name of the station addressed (time and circumstances permitting). 

Distress and Urgency Procedures 

6

−

3

−

7