During the last training period before the flight test, the instructor should act the part of the examiner -- remembering to give problems only and no solutions. The most difficult part of evaluating is seeing something going badly and not immediately suggesting a solution to the worsening condition. I do not advocate aircraft damage or personal injury -- that is where the instructor's experience is important. The flight test guide for any flight test lists the skill requirements that must be evaluated by both the instructor and examiner.

The most common error resulting in bad accidents is the take-off and climb-out phase. It is that unseen force, down draft, that causes much of the problem. In order to demonstrate the viciousness of that force; find a fairly good size lake on a windy day. Approach the lake downwind at normal approach airspeed --- set up a constant descent rate of about 200 feet per minute --- trim for hands-off condition --- set it all up to clear the trees at the shoreline by about 25 feet. With everything set, just sit back and watch the descent rate on the vertical speed indicator after passing the shoreline. Observe everything carefully -- it will really make a believer out of the student. It's the best method of demonstrating the effects of downdraft that I have ever used.

After the student has seen the effects of downdraft, his perception of landing and take-off areas and problems associated with these areas should be apparent in the evaluation process.

Much too often the majority of seaplane training is done on fairly large lakes. When this is done, the student gets almost no chance at solving real problems such as:

1. The real need to make a crosswind landing.
2. The real need to carefully plan the approach and touchdown area.
3. The real need to measure the lake length before landing.
4. The real need to plan the take-off and departure path.

The ultimate problem to assign a student would be to handle all details from working a weight and balance problem to a tie-down at a pre determined spot on another lake a short distance away.

Even though life preserver jackets are not listed on the equipment checklist from either flight test guide, they are required by regulation. As a good float plane pilot friend of mine will testify, "It's a good thing they are required". I know from personal experience that he will not pull away from shore unless all occupants are wearing life jackets. He has good reason for the rule, Coast Guard approved life preservers are a required item for each occupant of the aircraft while on the water --- it's the law.

Points certainly worth mentioning:

1. If the applicant has a Commercial license and wishes a seaplane rating he has a choice of taking the flight test for a seaplane rating limited to Private Pilot privileges or having the rating attached to his commercial license attached to his Commercial license as Airplane Single Engine Sea.
2. It is a matter of proficiency. However, the applicant must declare his intent before the flight test begins.
3. If a Private Pilot Airplane Single Engine Land -- wishes to take a Commercial Flight Test in a seaplane, at least part of the test would include demonstrating proficiency in Complex Aircraft.
4. Applicants for seaplane ratings who have a Commercial License need not demonstrate proficiency since it was already done before.
5. A Private Pilot wishing a rating need not demonstrate complex aircraft.

All of the information I've given you also pertains to Commercial Seaplane rating. However, the appropriate Practical Test Standards must be used while preparing for the flight test.

Hopefully, these observations will give some guidance to the instructor and the student along the watery road to the seaplane rating.