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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 fric- tion 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 sea- plane’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 dis- plays more vertical surface area to the wind, intensifying the problem. Without intervention by the pilot, this tip- ping could continue until the seaplane capsizes. 

During a takeoff in stiff crosswinds, weathervaning forces can cause an uncontrolled turn to begin. As the turn develops, the addition of centrifugal force acting outward from the turn aggravates the problem. The keels of the floats resist the sideways force, and the upwind wing tends to lift. If strong enough, the combination of the wind and centrifugal force may tip the seaplane to the point where the downwind float submerges and 

subsequently the wingtip may strike the water. This is known as a waterloop, and the dynamics are similar to a groundloop on land. Although some damage occurs when the wingtip hits the ground during a groundloop, the consequences of plunging a wingtip underwater in a seaplane can be disastrous. In a fully developed water- loop, the seaplane may be severely damaged or may capsize. Despite these dire possibilities, crosswind take- offs can be accomplished safely by exercising good judgment and proper piloting technique. 

Since there are no clear reference lines for directional guidance, such as those on airport runways, it can be difficult to quickly detect side drift on water. Waves may make it appear that the water is moving sideways, but remember that although the wind moves the waves, the water remains nearly stationary. The waves are simply an up-and-down motion of the water surface— the water itself is not moving sideways. To maintain a straight path through the water, pick a spot on the shore as an aim point for the takeoff run. On the other hand, some crosswind techniques involve describing a curved path through the water. Experience will help determine which technique is most appropriate for a given situation. 

## CONTROLLED WEATHERVANING 

In light winds, it is easy to counteract the weathervan- ing tendency during the early part of the takeoff run by creating an allowance for it from the beginning. Prior to adding takeoff power, use the water rudders to set up a heading somewhat downwind of the aim point. The angle will depend on the speed of the wind—the higher 

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