Use all of the available cues to verify the wind direction. Besides reading the water, pick up clues to the wind’s direction from wind indicators and streamers on the masts of moored boats, flags on flagpoles, or rising smoke. A boat moored to a buoy points into the wind, but be aware that it may have a stern anchor as well, preventing it from pointing into the wind.

Waterfowl almost always align themselves facing into the wind.

Naturally, be sure you have enough room for takeoff. The landing distance of a seaplane is much shorter than that required for takeoff, and many pilots have landed in areas that have turned out to be too short for takeoff. If you suspect that the available distance may be inadequate, consider reducing weight by leaving some of your load behind or wait for more favorable weather conditions. A takeoff that would be dangerous on a hot, still afternoon might be accomplished safely on the following morning, with cooler temperatures and a brisk wind.

In addition to wind, consider the effects of the current when choosing the direction for takeoff. Keep in mind that when taxiing in the same direction as the current, directional control may be reduced because the seaplane is not moving as quickly through the water. In rivers or tidal flows, make crosswind or calm wind takeoffs in the same direction as the current. This reduces the water forces on the floats. Suppose the seaplane lifts off at 50 knots and the current is 3 knots. If winds are calm, the seaplane needs a water speed of 47 knots to take off downstream, but must accelerate to a water speed of 53 knots to become airborne against the current. This difference of 6 knots requires a longer time on the water and generates more stress on the floats. The situation becomes more complex when wind is a factor. If the wind is blowing against the current, its speed can help the wings develop lift sooner, but will raise higher waves on the surface. If the wind is in the same direction as the current, at what point does the speed of the wind make it more worthwhile to take off against the current? In the previous example, a wind velocity of 3 knots would exactly cancel the benefit of the current, since the air and water would be moving at the same speed. In most situations, take off into the wind if the speed of the wind is greater than the current.

Unlike landplane operations at airports, many other activities are permitted in waters where seaplane operations are conducted. Seaplane pilots encounter a variety of objects on the water, some of which are nearly submerged and difficult to see. These include items that are stationary, such as pilings and buoys, and those that are mobile, like logs, swimmers, water skiers, and a variety of watercraft. Before beginning the takeoff, it is a good practice to taxi along the intended takeoff path to check for any hazardous objects or obstructions.

Make absolutely sure the takeoff path ahead is free of boats, swimmers, and other water traffic, and be sure it will remain so for the duration of the takeoff run. Powerboats, wind-surfers, and jet-skis can move quickly and change direction abruptly. As the seaplane’s nose comes up with the application of full power, the view ahead may be completely blocked by the cowling. Check to the sides and behind the seaplane as well as straight ahead, since many watercraft move much faster than the normal taxi speed and may be passing the seaplane from behind. In addition to the vessels themselves, also scan for their wakes and try to anticipate where the wakes will be during takeoff. Operators of motorboats and other watercraft often do not realize the hazard caused by moving their vessels across the takeoff path of a seaplane. It is usually better to delay takeoff and wait for the swells to pass rather than encountering them at high speed. Even small swells can cause dangerous pitching or rolling for a seaplane, so taxi across them at an angle rather than head-on. Remember to check for other air traffic and make any appropriate radio calls.

Be sure to use the pre-takeoff checklist on every takeoff. All checks are performed as the seaplane taxies, including the engine runup. Hold the elevator control all the way back throughout the runup to minimize spray around the propeller. If there is significant wind, let the seaplane turn into the wind for the runup. As r.p.m. increases, the nose rises into the plowing position and the seaplane begins to accelerate. Since this is a relatively unstable position, performing the runup into the wind minimizes the possibility of crosswinds, rough water, or gusts upsetting the seaplane. Waste no time during the runup checks, but be thorough and precise. Taxi speed will drop as soon as the power is reduced.

Water rudders are normally retracted before applying takeoff power. The buffeting and dynamic water pressure during a takeoff can cause serious damage if the water rudders are left down.

As full power is applied during takeoff in most seaplanes, torque and P-factor tend to force the left float down into the water. Right rudder pressure helps to maintain a straight takeoff path. In some cases, left aileron may also help to counter the tendency to turn left at low speeds, by increasing drag on the right side of the seaplane.

Density altitude is particularly important in seaplane flying. High, hot, and humid conditions reduce engine power and propeller efficiency, and the seaplane must also attain a higher water speed in order to generate the lift required for takeoff. This increase in water speed means overcoming additional water drag. All of these factors combine to increase takeoff distances and decrease climb performance. In high density altitude conditions, consider not only the length of the water run, but the room required for a safe climbout as well.

The land area around a body of water is invariably somewhat higher than the water surface. Tall trees are common along shorelines, and in many areas, steep or mountainous terrain rises from the water’s edge. Be certain the departure path allows sufficient room for safe terrain clearance or for a wide climbing turn back over the water.

There are specific takeoff techniques for different wind and water situations. Large water areas almost always allow a takeoff into the wind, but there are occasionally circumstances where a crosswind or downwind takeoff may be more appropriate. Over the years, techniques have evolved for handling rough water or a glassy smooth surface. Knowing and practicing these techniques not only keep skills polished so they are available when needed, they also increase overall proficiency and add to the enjoyment of seaplane flying.

Make normal takeoffs into the wind. Once the wind direction is determined and the takeoff path chosen, configure the seaplane and perform all of the pre-takeoff checks while taxiing to the takeoff position. Verify that the takeoff will not interfere with other traffic, either on the water’s surface or in the air.

Hold the elevator control all the way back and apply full power smoothly and quickly, maintaining directional control with the rudder. When the nose reaches its highest point, ease the back pressure to allow the seaplane to come up on the step. Establish the optimum planing attitude and allow the seaplane to accelerate to lift-off speed. In most cases, the seaplane lifts off as it reaches flying speed. Occasionally it may be necessary to gently help the floats unstick by either using some aileron to lift one float out of the water or by adding a small amount of back pressure on the elevator control. Once off the water, the seaplane accelerates more quickly. When a safe airspeed is achieved, establish the pitch attitude for the best rate of climb (VY) and complete the climb checklist. Turn as necessary to avoid overflying noise-sensitive areas, and reduce power as appropriate to minimize noise.

In restricted or limited areas such as canals or narrow rivers, it is not always possible to take off or land directly into the wind. Therefore, acquiring skill in crosswind techniques enhances the safety of seaplane operation. Crosswinds present special difficulties for seaplane pilots. The same force that acts to lift the upwind wing also increases weight on the downwind float, forcing it deeper into the water and increasing drag on that side. Keep in mind that the allowable crosswind component for a floatplane may be significantly less than for the equivalent landplane.

A crosswind has the same effect on a seaplane during takeoff as on a landplane, that is, it tends to push the seaplane sideways across the takeoff path, which imposes side loads on the landing gear. In addition, wind pressure on the vertical tail causes the seaplane to try to weathervane into the wind.

At the beginning of the takeoff roll in a landplane, drift and weathervaning tendencies are resisted by the friction of the tires against the runway, usually assisted by nosewheel steering, or in some cases even differential braking. The objective in a crosswind takeoff is the same in landplanes and seaplanes: to counteract drift and minimize the side loads on the landing gear.

The sideways drifting force, acting through the seaplane’s center of gravity, is opposed by the resistance of the water against the side area of the floats. This creates a force that tends to tip the seaplane sideways, pushing the downwind float deeper into the water and lifting the upwind wing. The partly submerged float has even more resistance to sideways motion, and the upwind wing displays more vertical surface area to the wind, intensifying the problem. Without intervention by the pilot, this tipping could continue until the seaplane capsizes.