Wipaire WIPLINE 10000 User manual

SERVICE MANUAL & ICA
10000 AMPHIBIAN FLOATS ON AIR TRACTOR AT-802A
P/N 1002545 Revision U Page 1
SERVICE MANUAL AND INSTRUCTIONS FOR
CONTINUED AIRWORTHINESS
WIPLINE MODEL 10000 AMPHIBIOUS FLOATS
AT-802A FIRE BOSS CONVERSION
Revision U
WIPLINE FLOATS • SKIS • MODIFICATIONS • AIRCRAFT SALES
AVIONICS • INTERIOR • MAINTENANCE • PAINT REFINISHING

SERVICE MANUAL & ICA
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SERVICE MANUAL & ICA
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LOG OF REVISIONS
Rev Pages Description Date
A2, 3,
38, 39 Added info to 10.2; added alternate inst. panel; updated Table of Contents. 5/25/2004
B 39, 46 Added info on AOA system maintenance and gure 9.4A. 11/16/2004
C
15, 16,
19, 29,
32, 50
Changed some p/n in drawings, added instructions for solenoid valve
service, and modied drawings. 12/5/2005
D 11, 66 Added an inspection time limit and tolerances for the Nose Block Track
wear. 4/18/2006
E 23 Figure 2.5 Main Gear Shock Strut changed to reect use of T-Seals instead
of O-rings. 5/12/2006
F16-21 Added main gear oleo shock strut servicing information. 1/1/2008
G
5, 6,
14, 15,
18-23
Revised oleo shock strut information. Added enhanced oat cleaning and
corrosion information. 6/25/2009
H 68, 72
Added information regarding rivet replacement to Section 12. Added
guidance and Figure 11.7 regarding allowable maintenance holes in the
oat bulkheads.
11/22/2010
J
1, 79,
81, 82,
83
Updated cover page telephone numbers, changed 200 hr. Inspection to
Annual Inspection. 10/8/2012
K
12, 16-
19, 23,
25, 40,
44, 54-
55, 83,
85, 87
Added additional information regarding Spin-On Filter assembly including
inspection intervals, updated numbering in Section 1 and added Means for
Leveling Section 1.10, Added green grease as approved grease, corrected
Hyd. uid level and air pressure, Updated maintenance instructions 10.2,
Modied nlet inspection requirements and added Visual Inspection.
8/21/2014
L 83, 89 Added Shear Torque Chart, PR 1440 C Sealant and Tef-Gel. 5/26/2015
M3, 17,
83, 89
Added Dow Corning DC4, Corrosion X, and Mobil Aviation Grease SHC 100
to approved product list. Modied torque limit section. 12/4/2015
N All
Updated headers, footers, and document formatting. Added scoop probe
damage and weld crack check to 100-hour inspection interval. Added Main
Landing Gear Lower Attach Bolt inspection to annual inspection interval.
Added “inside hydraulic reservoir” after hydraulic uid screen in inspection
checklist and changed to annual interval. Added “replace spin on lter” in
inspection checklist. “Metering Pin” changed to “Metering Tube” in Shock
Strut Servicing Section. Added overgross landing inspection checklist and
added overgross landing to “Hard Landing Damage Investigation” section.
Added spin on lter bypass ag inspection.
6/6/2017
P 4 Added reference for Structural Repair Manual part number 1008274 in
introduction. 5/1/2019
R7, 18,
51, 88
Removed mention of drawing for lifting beam. Changed metering tube
dimension. Adjusted steering and balance cable tension. Updated torque
limit chart.
7/12/2019

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LOG OF REVISIONS CONTINUED
Rev Pages Description Date
T18, 88,
90
Added note about STA-Lube. Added STA-Lube to Brake Caliper Grease.
In Nose and Main Gear Tracks section, changed Teon coating spray to
grease.
1/23/2020
U
19, 100,
103-
105,108-
111, 114
Updated Nose Box Track tolerance from .070" to .050". Added info about
hardware replacement. Added Section 14.2 checklist for hardware retorque
and replacement. Updated Inspection Time Checklist with details about
Aft Pylon Drag Strut Bolt, Nose Gear Spring, Service Letter 170, and
Nose Gear Tracks. Added details about Nose Gear Springs in Inspection
Checklist. Added Figure 15.1.
6/30/2020
View most current revision of this ICA at www.wipaire.com.

SERVICE MANUAL & ICA
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TABLE OF CONTENTS
INTRODUCTION...............................................................................................................................................7
CHAPTER 1 GENERAL INFORMATION .........................................................................................................9
CHAPTER 2 MAIN GEAR AND NOSE GEAR OPERATION, REMOVAL AND SERVICE .........................17
CHAPTER 3 HYDRAULIC PUMP SYSTEM, DISASSEMBLY AND SERVICE ...........................................37
CHAPTER 4 SCOOP SYSTEM OPERATION, REMOVAL, AND SERVICE................................................43
CHAPTER 5 FOAM DELIVERY SYSTEM OPERATION, REMOVAL AND SERVICE................................49
CHAPTER 6 FLOAT BILGE SYSTEM OPERATION, REMOVAL, AND SERVICE .....................................53
CHAPTER 7 VENT AND OVERFILL PROTECTION SYSTEM....................................................................55
CHAPTER 8 FLOAT STEERING AND RETRACT SYSTEM ........................................................................57
CHAPTER 9 ANGLE OF ATTACK SYSTEM..................................................................................................61
CHAPTER 10 AIRCRAFT WING AND CONTROL SURFACE MODIFICATIONS ......................................63
CHAPTER 11 AUXILIARY INSTRUMENT PANEL ........................................................................................65
CHAPTER 12 ELECTRICAL...........................................................................................................................69
CHAPTER 13 REPAIRING FLOAT HULL SHEET METAL, BULKHEADS AND OTHER AREAS..............83
CHAPTER 14 CONTINUED AIRWORTHINESS ...........................................................................................97
CHAPTER 15 INSPECTION CHECKLISTS ................................................................................................107
CHAPTER 16 WEIGHT AND BALANCE...................................................................................................... 115

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LIST OF FIGURES
FIGURE 2.1 SCHEMATIC - HYDRAULIC SYSTEM ..............................................................................27
FIGURE 2.2 SCHEMATIC - ELECTRICAL SYSTEM .............................................................................28
FIGURE 2.3 LAYOUT – MAIN GEAR ......................................................................................................29
FIGURE 2.4 CARRIAGE ASSEMBLY – MAIN GEAR ............................................................................30
FIGURE 2.5 ASSEMBLY – MAIN GEAR SHOCK STRUT .....................................................................31
FIGURE 2.6 ASSEMBLY – MAIN GEAR ASSEMBLY ............................................................................32
FIGURE 2.7 ASSEMBLY – MAIN GEAR DRAG LINK............................................................................33
FIGURE 2.8 ASSEMBLY – MAIN GEAR WHEEL AND BRAKE ............................................................34
FIGURE 2.9 ASSEMBLY – NOSE GEAR BOX AND RETRACTION ....................................................35
FIGURE 2.10 ASSEMBLY – NOSE GEAR LOWER END ......................................................................36
FIGURE 4.1A ASSEMBLY – SCOOPING SYSTEM ...............................................................................47
FIGURE 4.1 ASSEMBLY – SCOOPING SYSTEM - COMPLETE .........................................................46
FIGURE 4.2 ASSEMBLY – CYLINDER PROBE JACK ..........................................................................48
FIGURE 5 SCHEMATIC – PLUMBING – FOAM SYSTEM....................................................................51
FIGURE 8 WATER RUDDER STEERING AND RETRACTION SYSTEM ...........................................59
FIGURE 11.1 INSTRUMENT PANEL.......................................................................................................66
FIGURE 11.2 INSTRUMENT PANEL (CIRCUIT BREAKER).................................................................67
FIGURE 12.0 SCHEMATIC – AUXILIARY INSTRUMENT PANEL........................................................71
FIGURE 12.1 SCHEMATIC – CIRCUIT BREAKER PANEL...................................................................72
FIGURE 12.2 SCHEMATIC – INSTALLATION – ANGLE OF ATTACK ................................................73
FIGURE 12.3 AOA FLAP CALIBRATION READINGS ...........................................................................74
FIGURE 12.4 SCHEMATIC – INSTALLATION – FOAM TANKS/PUMPS ............................................75
FIGURE 12.5 SCHEMATIC – INSTALLATION – BILGE PUMPS .........................................................76
FIGURE 12.6 SCHEMATIC – INSTALLATION – SCOOP/FILL SYSTEM ............................................77
FIGURE 12.7 SCHEMATIC – INSTALLATION – PROBE POSITION ..................................................78
FIGURE 12.8 SCHEMATIC – INSTALLATION – PDR 60 AUDIO .........................................................79
FIGURE 12.9 SCHEMATIC – INSTALLATION – ITT / EXCESS POWER LIGHT ...............................80
FIGURE 12.10 SCHEMATIC – INSTALLATION – WATER IN FLOAT SENSORS ..............................81
FIGURE 13.1 TYPICAL SKIN REPAIRS .................................................................................................86
FIGURE 13.2 TYPICAL SKIN REPAIRS .................................................................................................87
FIGURE 13.3 TYPICAL SKIN REPAIRS .................................................................................................88
FIGURE 13.4 BULKHEAD ACCESS HOLES..........................................................................................89
FIGURE 13.5 GUNWALL EXTRUSION REPAIR ...................................................................................91
FIGURE 13.6 FORWARD CHINE EXTRUSION REPAIR .....................................................................92
FIGURE 13.7 MAIN KEEL EXTRUSION REPAIR ..................................................................................93
FIGURE 13.8 AFT KEEL EXTRUSION REPAIR ....................................................................................94
FIGURE 13.9 AFT CHINE EXTRUSION REPAIR ..................................................................................95
FIGURE 15.1 EXAMPLE NOSE SPRING CRACK MEASUREMENTS (NOT TO SCALE) ............... 114

SERVICE MANUAL & ICA
10000 AMPHIBIAN FLOATS ON AIR TRACTOR AT-802A
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This manual describes the general servicing and maintenance for the Model 10000 oat, on the Air Tractor AT-
802A aircraft. Includes hull, landing gear, and scooping systems. For services and repairs not covered by this
manual contact Wipaire Customer Service.
When performing standard repairs for Wipline Aluminum Floats, please refer to the “Structural Repair Manual For
Wipline Aluminum Floats” part number 1008274. It is available free of charge online at www.wipaire.com.
The service products referred to throughout this manual are described by their trade name and may be purchased
from the Wipaire Parts Department.
To contact Wipaire for technical support or parts sales, call, write or email:
Wipaire, Inc.
Customer Service
1700 Henry Avenue – Fleming Field
South St. Paul, MN 55075
Phone: [phone]
Fax: [phone]
Website: www.wipaire.com
Email: [email protected]
INTRODUCTION

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CHAPTER 1 GENERAL INFORMATION
CONTENTS
1.1 AIRPLANE .................................................................................................................................................10
1.2 FLOATS......................................................................................................................................................10
1.2.1 FLOAT HULL MAINTENANCE ..............................................................................................................11
1.3 AMPHIBIAN LANDING GEAR SYSTEM .................................................................................................12
1.3.1 LANDING GEAR HANDLE ....................................................................................................................12
1.3.2 INDICATOR LIGHTS..............................................................................................................................13
1.3.3 LANDING GEAR OPERATION .............................................................................................................13
1.3.4 EMERGENCY PUMP HANDLE.............................................................................................................13
1.4 SCOOP SYSTEM......................................................................................................................................13
1.5 FOAM SYSTEM.........................................................................................................................................14
1.6 VENT AND OVERFLOW PROTECTION.................................................................................................14
1.7 HARD AND OVERGROSS LANDING AND DAMAGE INVSTIGATION................................................15
1.8 CLEANING.................................................................................................................................................15
1.9 CORROSION.............................................................................................................................................15
1.10 MEANS FOR LEVELING ........................................................................................................................16

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CHAPTER 1 - GENERAL
1.1 AIRPLANE
The airframe of the Fire Boss is adapted from the Air Tractor AT-802A agricultural airplane. It is an all-metal, low
cantilever wing design. It is powered by a Pratt and Whitney PT6A-67AG turboprop engine of 1350 SHP or PT6A-
67F of 1600 SHP. The airframe is detailed in Air Tractor publications.
To create this re suppression version of the airplane, a number of changes to the landplane were incorporated:
1. Amphibious oats with hydraulically actuated water scoops are installed.
2. The Air Tractor Fire Retardant Delivery System (FRDS) is utilized.
3. The Air Tractor foam system and controls are utilized.
4. Additional foam tanks in the oats supplement the standard rewall tank.
5. Changes to the hopper venting system are incorporated.
6. A new upper instrument panel is added to contain some of the scoop related and system controls and
indicators.
7. A bilge pumping system and a water in oats warning system are incorporated.
These changes will be briey discussed in the following paragraphs.
1.2 FLOATS
The model 10000 amphibious oat is an all aluminum constructed oat with (12) watertight compartments of
approximately 10,000 pounds buoyancy. As a part of the oat installation, the following additional changes are
made to the landplane:
1. The hydraulic landing gear retraction system components and cockpit controls are added.
2. The cockpit landing gear controls and emergency hand pump and system are added.
3. The oat water rudder retraction system and cockpit controls are added. The water rudders are locked center
when retracted for improved directional stability.
4. A ventral n is added for improved directional stability.
5. Two auxiliary nlets are added to each side of the horizontal stabilizer for improved directional stability. Four
total per aircraft.
6. The vertical n is sealed to the fuselage/stabilizer top for improved directional stability.
7. The open fuselage structure near the landplane tail-wheel mount is faired over for improved directional stability.

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8. Pump-out cups on oat top deck are placed between each oat watertight compartment to pump out any water
in oats before ight.
9. Vortex generators are added to the wing upper surface leading edges for improved longitudinal controllability.
10. Vortex generators are added to the horizontal stabilizer upper surface leading edges for improved longitudinal
controllability and stall speed reduction.
11. The elevator trim/servo tabs incorporate a 1-inch chord extension for improved longitudinal controllability.
12. Access to the oat interior is accomplished by removing covers on the top deck and six covers inside the
wheel well. When necessary, water inside the oat hulls may be removed through pump-out cups located on
the outboard edge of each oat top skin.
1.2.1 FLOAT HULL MAINTENANCE
General
The oat structure side, top skins, and bottom skins are 6061-T6 aluminum and extrusions are 6061-T6
aluminum, (keel, chine, etc.). Skins are alodined and primed after being cleaned and acid-etched. Exterior is
nished with a urethane color paint or equivalent.
Float Handling, Jacking, and Aircraft Towing
To jack the oats for servicing tires, brakes, or doing retraction tests, it is recommended that a oor type jack
(three ton minimum.) be used. These jacks are commonly used for truck repair. The jack should be positioned on
the keel centerline on the rst bulkhead forward of the step. Example is shown on the picture proceeding this text.
The jack should contact the keel squarely and if room permits, slip a board between the jack and keel. Raise the
oat slowly, making sure the aircraft stays balanced. After raising, block up the keel in several places and lower
the jack. Raise only one oat at a time with the opposite oat landing wheels chocked. Position a sawhorse under
main and after body keel to keep aircraft from tipping fore and aft.
When towing the amphibian aircraft, tow lugs (2) are provided on underside of the front spreader bar (outboard
ends). A rigid “V” frame can be fabricated to attach to these lugs and aircraft towed with a tractor. Wipaire Parts
has this tow bar available.

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On water, the aircraft may be towed with a rope bridle arrangement from these lugs.
A lifting apparatus that will pick the aircraft up by 4 points will facilitate lifting of the entire aircraft on oats from a
ceiling hoist. Two points are provided on aft cockpit sides. Two points are the engine mount at the rewall on each
side. A lifting beam that will pick up all four points is available at Wipaire Parts Dept.
1.3 AMPHIBIAN LANDING GEAR SYSTEM
The landing gear incorporated within the amphibious oats on this airplane is retractable, quadricycle type with
two swiveling nose (or bow) wheels and four (4) (two (2) sets of dual) main wheels. Air-oil shock struts on the two
main landing gear assemblies provide shock absorption.
The main landing gear has dual 8:50 x 10 8-ply tires and the nose landing gear has one 6:00 x 6 8-ply tire. The
gear system is hydraulically actuated and driven by two hydraulic pumps. Brakes are hydraulic and have a caliper
on each main wheel for a total of four brakes.
Steering on land is accomplished by di󰀨erential braking. The nose wheels are full castering.
Landing gear extension and retraction is accomplished by two (2) electrically-driven hydraulic pumps and four
(4) hydraulic actuators (one (1) for each gear). The hydraulic pumps are located in fuselage aft of cockpit and the
hydraulic actuators are located adjacent to each gear. Hydraulic system uid level should be checked periodically
by viewing the sight glass for uid level in the upper one-third of the range. If uid is low, ll with MIL-H-5606 or
equivalent. Filter screens are installed on each pickup tube inside of hydraulic reservoirs and there are also 3
external 10 micron lters as well. Clean lter screens and elements every 100 hours.
Per Service Letter 103, a Spin-on Type lter assembly with a Baldwin Filter has been incorporated to facilitate
additional ltering of the hydraulic system. Replace Baldwin lter if pop out gage has been released indicating
bypass has been activated due to clogged lter or at time of annual inspection.
Landing gear operation is initiated by movement of the landing gear handle. When the handle is repositioned,
hydraulic pressure in the system will drop and pressure switches will automatically turn on the hydraulic
pump motors to maintain operating pressure in the system. When the gear cycle is completed, the pump will
automatically shut o󰀨. If the pressure in the system drops to a preset value, the pressure switches turn the pump
motors back on and build up the pressure to the limit again. Eight (8) position-indicator lights four (4) gear UP and
four (4) gear DOWN are provided to show landing gear position. Two (2) additional indicator lights show when the
landing gear pump motors are operating.
1.3.1 LANDING GEAR HANDLE
The landing gear handle controls a hydraulic selector valve within the control unit on the left-hand side of cockpit
by fuel shut-o󰀨 handle and has two (2) positions (UP and DOWN LAND) which give a mechanical indication of
the gear position selected. From either position, the handle must be pulled out to clear a detent before it can be
repositioned.

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1.3.2 INDICATOR LIGHTS
Ten (10) indicator lights are mounted on the landing gear control unit adjacent to the landing gear handle. Four (4)
blue indicator lights, labeled NOSE and MAIN (left-hand lights for the left oat and right-hand lights for the right
oat), show by their illumination that the landing gear is up and locked. The four (4) green indicator lights, labeled
NOSE and MAIN (left-hand lights for the let oat and right-hand lights for the right oat), are illuminated when the
landing gear is down and locked. Neither set of lights is illuminated when the landing gear is in transit. Two (2) red
indicator lights, labeled PUMP ON 1 and 2 illuminate when current is supplied to the landing gear motors.
If the motors continue running during ight or on and o󰀨 repeatedly, the motors should be shut o󰀨 by pulling
AMPHIBIAN PUMP 1 AND AMPHIBIAN PUMP 2 circuit breakers. Continual running of the motors can result
in premature motor failure. Prior to landing, the circuit breakers should be pushed in to reactivate the circuits.
Troubleshoot hydraulic problem per section 3.1.
1.3.3 LANDING GEAR OPERATION
To retract or extend the landing gear, pull out on the landing gear handle and move it to the desired position.
When the handle is positioned, pressure on the hydraulic system reduces to where the hydraulic motors
automatically turn on.
The motors power the hydraulic pumps and actuate the gear actuator for each gear. During operation of the
landing gear motors the PUMP ON 1 and 2 indicator lights are illuminated. When the gear cycle is completed,
pressure builds up in the hydraulic system and automatically shuts o󰀨 the hydraulic motors. Each gear operates
independently of the other, and therefore, the position lights illuminate at various times.
1.3.4 EMERGENCY PUMP HANDLE
An emergency hand pump is located on the oor to the left side of the seat for use in the event the normal
hydraulic system fails. This hand pump may be used to retract or extend the land gear. Prior to utilizing the
emergency hand pump, pull the AMPHIB PUMP 1 and 2 circuit breakers to deactivate the electric hydraulic
pumps. Select UP and DOWN using the normal landing gear selector handle. Pump the attached handle back
and forth (approximately 400 cycles). When a gear reaches the selected position, its indicator light will illuminate.
After all four (4) gears are in the selected position there is a noted increase in resistance of hand pump operation.
1.4 SCOOP SYSTEM
The Wipaire 802 Fire Boss has two water scoops, one in each oat. The scoops are three inches in diameter and
are hydraulically operated by the 1000 psi oat hydraulic system. The hydraulic system has an accumulator to
enhance the speed of scoop deployment and retraction. The scoops complete down or up cycle in approximately
one second. A trigger switch located on the front of the control stick grip controls the scoops. Pulling in the top
of the trigger switch puts the scoops down. Releasing the trigger switch puts the scoops back up (pulling on the
bottom of the trigger switch operates the smoke system; see Air Tractor Flight Manual).
The scoop system master switch is located on the glare shield panel and has three positions, auto, o󰀨, and
manual. When manual is selected, the scoops move to the down position and remain there as long as the trigger
switch is depressed; when the trigger switch is released, the probes move back to the up/stowed position.
CAUTION!!
In the manual position, it is possible to overow the hopper.

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When auto is selected, the pilot may select how many gallons he wants to scoop by rotating the ll level selector
knob located to the right side of the hopper quantity and ll level readout window (hopper quantity is on the top
reading and the selected ll level is on the bottom).
When the quantity reads approximately 255 gallons the hopper empty (the scale starts at that number) with auto
selected, the scoops will go down when the rocker switch is depressed and move back up automatically when
the quantity selected is reached (with the rocker switch still depressed). If the rocker switch is released before the
quantity is reached, the scoops will move back up.
If the pilot wants to abort the scoop operation once it is initiated, simply releasing the rocker switch will put the
scoops back up, such as in an emergency or other unplanned occurrence. Scoop up and scoop down lights are
provided that indicate scoop position via a pressure switch that illuminates the lights. The scoop lights (2) can be
tested utilizing the test switch on the left side of the glare shield panel.
1.5 FOAM SYSTEM
The Wipaire 802A Fire Boss foam system consists of three individual tanks. The original 18-gallon rewall tank is
supplemented by an additional 30 U.S. gallon tank in each oat (at sta +1) of which approximately 28 U.S. gallons
is usable in the automatic mode. In the manual mode all 30 gallons are usable. A total of approximately 74 U. S.
gallons can be delivered to the hopper (in the automatic mode) utilizing the foam control panel located on the left
side of the cockpit just below the re gate computer. In the manual mode, a total of 78 gallons can be delivered
to the hopper. The oat tanks are optional and one or both can be removed depending on the type of operation.
(Tank and oor 50 lbs at +1.0 each oat)
To use uid stored in the oat tanks, it is necessary to pump uid from the oat tank to the fuselage rewall tank.
This transfer can be accomplished manually or automatically by selecting the appropriate position with the left and
right foam control switches located on the glare shield panel. When manual “on” is selected, uid will be pumped
via the electric pump located on the top of the tank to the rewall tank.
The pump does not shut o󰀨 when the tank is full. In the event of an over ow, uid would come out of the rewall
tank vent tting located just aft of the front left oat strut.
When auto is selected, the oat tank transfer pump will come on at approximately 7 gallons of uid remaining in
the fuselage tank. It will shut o󰀨 automatically when the fuselage tank is approximately 2/3 full or whenever the
selected oat tank has about 2 gallons remaining.
The left and right transfer systems can be used individually or simultaneously as desired. Whenever a foam
transfer pump is operating, the appropriate green Pump On light will illuminate (manual or auto). The Pump On
lights can be tested utilizing the test switch on the left side of the glare shield panel.
1.6 VENT AND OVERFLOW PROTECTION
The original 802-hopper vent/door has been modied to allow for a greater venting volume during scooping
operations. The original 3-inch Air Tractor vent located on the aft right side of the re gate is supplemented with
the addition of a 5-inch vent that exits at the right aft side of the rear re gate fairing. In the event of an overow
during scoop operations, a spring loaded relief valve door is located directly aft of the main drop vent door. Water
will exit the hopper to the right and forward of the cockpit windshield. The pilot can see ahead out of the left side
of the windshield during an overow condition.
The door spring needs approximately 40 pounds of pressure to open. To check this, use a hand held spring type
scale. Locate scale to the center of door on outside edge.

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NOTE: Before opening the main vent door for access, the door bracing turnbuckles (located inside the hopper
just below the vent door) need to be disconnected. They are accessible with the drop vent door open (1 on each
side).
1.7 HARD AND OVERGROSS LANDING AND DAMAGE INVSTIGATION
After a thorough cleaning of the suspected damaged area, all structural parts should be carefully examined to
determine the extent of damage. Frequently the force causing the initial damage is transmitted from one member
to the next causing strains and distortions. Abnormal stresses incurred by shock or impact forces on a rib,
bulkhead or similar structure may be transmitted to the extremity of the structural member, resulting in secondary
damage, such as sheared or stretched rivets, elongated bolt holes or wrinkled skins or bulkheads.
Points of attachment should be examined carefully for distortion and security of fastenings in the primary and
secondary damaged areas at locations beyond the local damage. A checklist in the Continuous Airworthiness
chapter of this manual provides the details on areas requiring inspection when aircraft is suspected of exceeding
its published landing weight.
1.8 CLEANING
The outside of the oat should be kept clean by washing with soap and water. Special card should be taken to
remove engine exhaust trails, waterline marks, and barnacle deposits. After saltwater operation, washing with
fresh water should be done daily with special attention to hard-to-reach places such as: seams, wheel well, etc.
Alternatively, water taxiing in FRESH WATER at step-speed with the water scoops in the DOWN position and the
re gates OPEN can help to ush the entire system. This method is especially recommended as a daily cleaning
for operators scooping in saltwater.
NOTE: Operators scooping saltwater are strongly cautioned – rinsing the entire aircraft & oats with fresh
water inside and outside at the end of each day is critical. Failing in this cleaning will severely shorten the life
of the oats.
The oat interior should be ushed if saltwater enters the compartments. If the oats are being stored inside,
remove inspection covers so the interior will dry out.
NOTE: The above cleaning techniques are vital for keeping corrosion to a minimum. Saltwater operations and
environment are strongly linked to corrosion and must be addressed proactively.
1.9 CORROSION
Corrosion is a reaction that destroys metal by an electrochemical action that converts metal to oxide. Corrosion
is accelerated when in contact with dissimilar metals such as aluminum and steel, or any material that absorbs
moisture like wood, rubber, or dirt.
The primary means of detection of corrosion is visual. The most obvious sign is a corrosive
deposit of white powder. Other signs are discoloration of the metal surface or bubbles and
blisters under the painted surface. Light corrosion may be removed by light hand sanding
or chromic acid. Moderate and severe corrosion (blistering, aking, and pitting) may be
removed by heavy sanding or grinding, and applying chromic acid. If signicant loss of skin
material thickness will result after corrosion treatment, reinforcement or replacement of the
a󰀨ected area may be necessary.

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After removing the corroded area, restore area to original nish (prime and enamel). BOESHIELD T9, Corrosion
X, or ACF-50 may also be applied to stop corrosion. Refer to manufacturer’s instructions for application
instructions.
Maintaining the oat inside and outside nishes by washing after saltwater operations will help protect the oat
from corrosion. Periodically all hardware should be covered with a waterproof grease or Paralketone. Under
saltwater conditions, bolts should be removed at least once a year and grease reapplied to the shafts, heads and
nuts.
NOTE: The above cleaning techniques are vital for keeping corrosion to a minimum. Saltwater operations and
environment are strongly linked to corrosion and must be addressed proactively.
1.10 MEANS FOR LEVELING
The airplane is leveled to “level ight attitude”. See Float Handling, Jacking, and Aircraft Towing section of this
manual. The airplane should be in this level position for aircraft weighing and other maintenance/installation items
that require the aircraft to be in level ight attitude. The airplane is in level ight attitude when the top (right next
to the side of the fuselage) of the L/H Main Gear Float Attach Fitting on airplane is at an angle of 5 degrees (tail
down) from level. To measure this angle, use an electronic level placed atop the Main Gear Float Attach Fitting on
airplane.
On aircraft equipped with the aluminum engine air scoop on the bottom of the cowling (non-ram air induction
system), there are two small screws provided on the left hand side of the engine air scoop that provide a level
reference. When a bubble level is aligned with the heads of these screws, the bubble level will indicate level when
the aircraft is level.

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CHAPTER 2 MAIN GEAR AND NOSE GEAR OPERATION,
REMOVAL AND SERVICE
CONTENTS
2.1 DESCRIPTION AND OPERATION ..........................................................................................................18
2.2 SERVICE – NOSE GEAR .........................................................................................................................19
2.3 NOSE BOX TRACK WEAR ......................................................................................................................19
2.4 SERVICE – MAIN WHEELS AND BRAKES............................................................................................19
2.5 SERVICE – MAIN GEAR OLEO...............................................................................................................19
2.6 SERVICE NOSE AND MAIN GEAR RAMS.............................................................................................24
2.7 ADJUSTMENT/TEST ................................................................................................................................24
2.7.1 NOSE GEAR...........................................................................................................................................24
2.7.2 MAIN GEAR............................................................................................................................................24
2.7.3 BLEEDING HYDRAULIC SYSTEM AFTER SERVICE .......................................................................25
2.7.4 HYDRAULIC ACCUMULATOR SERVICE............................................................................................25
2.8 MAIN AND NOSE GEAR REMOVAL AND DISASSEMBLY ...................................................................25
2.8.1 REMOVAL OF MAIN GEAR OLEO .......................................................................................................25
2.8.2 REMOVAL OF MAIN GEAR RETRACTION CYLINDER.....................................................................25
2.8.3 REMOVAL OF MAIN GEAR DRAG LINK .............................................................................................26
2.8.4 REMOVAL OF NOSE GEAR TROLLEY ASSEMBLY FROM NOSE BOX .........................................26
2.8.5 REMOVAL OF NOSE GEAR BOX ........................................................................................................26
2.8.6 REMOVAL OF LOWER NOSE GEAR FROM PIVOT BLOCK ............................................................26
2.8.7 TO REMOVE THE NOSE GEAR...........................................................................................................26

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CHAPTER 2 - MAIN GEAR AND NOSE GEAR OPERATION, REMOVAL
AND SERVICE
2.1 DESCRIPTION AND OPERATION
Retraction and extension of the main and nose landing gear is e󰀨ected by a hydraulic actuation system shown
schematically in gure 2.1.
The gear system is hydraulically actuated and driven by two hydraulic pumps located in the fuselage station
159.5.
A pressure of between 525 and 1250 psi is maintained in the supply line. When the pressure falls below 525 psi,
the pressure switch activates the pump solenoid, providing power to the pump. When the pressure reaches 1150
1250 psi, the pressure switch deactivates the solenoid and the pump motor stops. Figure 2.2 shows the electrical
schematic of the system. A check valve on the output side of the pump retains pressure in the system while the
pump is o󰀨. The pump has an internal relief valve, which directs oil back to the pump reservoir when the line
pressure exceeds 1450 psi. The system also has an internal relief valve to protect against thermal expansion
when line pressure exceeds 2000 psi.
A cockpit mounted control valve accomplishes the selection of gear up or gear down. Each oat gear has
individual indicator lights on the control valve allowing the pilot to conrm that each gear has fully retracted
or extended. An emergency hand pump is provided, in case of total electric pump failure, or loss of uid. The
reservoir has additional hydraulic uid, available only to the hand pump.
The main gear is mechanically locked in both up and down positions. Locking and unlocking is e󰀨ected utilizing a
small amount of lost motion of the actuator rod. Retraction takes place when pressure is exerted on the actuator
piston driving the collar along the slide tube. The lock is tripped when the follower slides up the contoured track in
the actuator as shown in gure 2.4. A reverse process a󰀨ects extension. Gear position light proximity switches are
closed when the appropriate hook (containing the magnetic material) nests over the locking bar.
Shock absorption for the main landing gear is provided by a hydraulically dampened air spring. Figure 2.5 shows
the main components. The oil and air share a common chamber. When the oleo is collapsed, the oil is forced
through the main orice, compressing the air in the upper cylinder. Extension reverses this process. The extended
oleo is initially set at the factory to 250 psi no load. In-eld adjustment of air pressure and oil volume is described
in section 2.2
The nose gear has an over-center down lock. Retraction occurs when pressure is applied to the forward face
of the actuator piston and the carriage is drawn along the tracks in the nose box as shown in gure 2.9. Gear
position light proximity switches are closed when the piston containing the magnetic material has reached either
end of its travel.
The nose gear consists of composite berglass beams that are attached at the bottom to castering blocks. Inside
the block is a castering pin that is set into the machined fork assembly. The castering pin allows the nose wheel
to pivot in a complete circle. The geometry is such that no shimmy dampers are necessary. A spring loaded ball
rides in a groove machined in the castering pin. This groove as a round pocket on the back face with the result
that the cam provides retention of the pin the block and self-centering of the wheel. A thrust bearing is on top of
the castering pin, along with a lower bearing.

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2.2 SERVICE – NOSE GEAR
The nose gear pivot assembly should be cleaned and greased every 25 hours or more frequently whenever in
water for extended period of time. Nose gear tracks to be lightly greased. Apply grease to a cloth on a stick or rod
and run along tracks inside of the nose box, both sides.
The nose gear pivot bearings are matched to bearing and race. If replacement is necessary, replace entire
bearing. The nose wheels contain grease zerks for the wheel bearings. They should be greased every 25 hours.
Nose tires are standard 6:00 x 6, 8-ply, inated to 50 +/- 5 psi.
2.3 NOSE BOX TRACK WEAR
Due to the wear the roller/slide block places on the track as the gear are retracted, the block needs to be
measured for the amount of wear. The tolerance for wear is .050 inches. If the wear is, or is less than the limit, it
can still be used. If the wear in the track is greater than .050 inches, the block must be replaced. This check is to
be done every annual Insp. and is part of the maintenance checklist.
On the 10000 Series Floats Gear Track P/N 13A07104 (-001 LT -002 RT).
2.4 SERVICE – MAIN WHEELS AND BRAKES
Grease nipples are provided on all wheels and bearings and should be greased every 25 hours or after an
extended period of time in the water. Water/heat resistant grease is recommended.
At brake installation, apply STA-Lube synthetic brake and caliper grease or equivalent to brake caliper pins.
The dual piston brakes need no special care other than to maintain the brake disc free of rust, which causes
premature brake lining wear. Bleeding is carried out in the usual manner from the bottom up. Although, since the
line is “T”ed to the double brake, one must remember to bleed one segment of the Y rst, then nish the entire job
through the remaining segment.
Main wheel tires are standard 8:50 x 10, 8-ply type III aircraft tires, inated to 50 +/- 5 psi. (Refer to gure 2.10).
2.5 SERVICE – MAIN GEAR OLEO
Oil Level – The correct level is best set by draining and relling with the correct quantity of uid (1900 ml). This
should be done with the oleo removed from the oat. CAUTION: Release air pressure and remove air valve
before attempting to service oleo. After lling, ret valve and cap, then pressurize to 250 psi. (Note: Use only
MIL-H-5606 hydraulic uid.)
Air Pressure – The correct air pressure is 250 psi (+/-10 psi) on a fully extended oleo (no load) or it can be
inated to approximately 3-4 inches on an unloaded aircraft while sitting static on level ground.
Seals – Seals should be replaced whenever the oleo is disassembled or leaking. CAUTION: Release air
pressure and remove air valve before attempting to disassemble oleo. The seals are standard “O” rings whose
part numbers are depicted in gure 2.5
NOTE: When reinstalling the main gear oleo bolts, tighten so oleo is free to rotate.

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Shock Strut Servicing
WARNING!
RELEASE PRESSURE IN STRUT BEFORE DISASSEMBLY
1. Disassemble the strut, removing both end caps. Take apart the gland section and metering tube so the parts
can be easily inspected for wear and replacement parts can installed as needed.
2. Inspect all parts carefully after cleaning for wear and scoring, especially the piston, gland section, and the
inside of the outer cylinder. Also make sure to check the bushings in the end-caps for wear and security.
3. The metering tube does not need to be taken apart from the end-cap of the inside cylinder unless extensive
cleaning is desired. If it is disassembled:
a. To return the metering tube height and condition to factory preset, rst apply blue Loctite to the threads of
the inner end-cap threads that hold the metering tube for added security until next removal.
b. The metering tube is threaded until the measurement from the oor of the inside of the end-cap to the end
of the inserted metering tube is 12.037 inches if the new T-seals are being used and 13.875 inches if the
old-style O-rings are used.
c. Tighten the associated jam nut at that end and stake it for added security.
d. Set this metering tube assembly aside and move on to next steps.