Wipaire WIPLINE 8000 User manual

WIPLINE FLOATS • SKIS • MODIFICATIONS • AIRCRAFT SALES
AVIONICS • INTERIOR • MAINTENANCE • PAINT REFINISHING
1700 Henry Ave – Fleming Field (KSGS), South St. Paul, MN 55075
Ph: 651.451.1205 Fax: [phone]
www.wipaire.com
SERVICE MANUAL
and
INSTRUCTIONS FOR
CONTINUED AIRWORTHINESS
for the
WIPLINE MODEL 8000
AMPHIBIOUS AND SEAPLANE FLOATS
Revised: December 2015

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TABLE OF CONTENTS
SECTION PAGE
LOG OF REVISIONS................................................................................................................. 5
NEW CUSTOMER INFORMATION ........................................................................................... 6
1.0 GENERAL...........................................................................................................................11
2.0 FLOAT HULL MAINTENANCE............................................................................................12
2.1 GENERAL.......................................................................................................................12
3.0 FLOAT HANDLING, JACKING, AND AIRCRAFT TOWING ...............................................15
4.0 AMPHIBIAN LANDING GEAR SYSTEM OPERATION & MAINTENANCE .........................16
4.1 LANDING GEAR HANDLE..............................................................................................16
4.2 INDICATOR LIGHTS.......................................................................................................16
4.3 LANDING GEAR OPERATION........................................................................................17
4.4 EMERGENCY PUMP HANDLE.......................................................................................17
5.0 MAIN AND NOSE GEAR OPERATION, REMOVAL AND SERVICE..................................18
5.1 DESCRIPTION AND OPERATION..................................................................................18
5.1.1 SERVICE – NOSE GEAR .........................................................................................19
5.1.2 SERVICE – MAIN WHEELS AND BRAKES..............................................................19
5.1.3 SERVICE – MAIN GEAR OLEO................................................................................19
5.2 ADJUSTMENT/TEST ......................................................................................................21
5.2.1 NOSE GEAR.............................................................................................................21
5.2.2 NOSE BOX TRACK WEAR.......................................................................................21
5.2.3 SERVICE – MAIN GEAR RETRACTION SYSTEM...................................................21
5.2.4 BLEEDING HYDRAULIC SYSTEM AFTER SERVICE..............................................22
5.3 MAIN AND NOSE GEAR REMOVAL AND DISASSEMBLY ............................................23
5.3.1 REMOVAL OF MAIN GEAR OLEO...........................................................................23
5.3.2 REMOVAL OF MAIN GEAR RETRACTION CYLINDER...........................................28
5.3.3 REMOVAL OF MAIN GEAR DRAG LINK..................................................................28
5.3.4 REMOVAL OF NOSE GEAR FROM NOSE BOX......................................................28
5.3.5 REMOVAL OF NOSE GEAR BOX............................................................................29
5.3.6 REMOVAL OF LOWER NOSE GEAR FROM PIVOT BLOCK...................................29
5.4 SERVICE SCHEDULE ....................................................................................................29
5.5 HYDRAULIC PUMP SYSTEM, DISASSEMBLY AND SERVICE .....................................32
5.6 INSPECTION TIME LIMITS AND CHECKLIST................................................................33
5.7 CESSNA FLOAT REMOVAL INSTRUCTIONS / PROCEDURES....................................37
5.8 CESSNA FLOAT RE-INSTALLATION INSTRUCTIONS / PROCEDURES......................40

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FIGURE 5-1 SCHEMATIC HYDRAULIC SYSTEM.................................................................44
FIGURE 5-2 SCHEMATIC ELECTRICAL SYSTEM...............................................................45
FIGURE 5.3 ASSEMBLY MAIN GEAR RETRACTION SYSTEM...........................................46
FIGURE 5.4 ASSEMBLY – MAIN GEAR SHOCK STRUT.....................................................47
FIGURE 5-5 ASSEMBLY MAIN GEAR AND BRAKE ............................................................48
FIGURE 5-6 ASSEMBLY NOSE GEAR SYSTEM.................................................................49
5.9 WEIGHT AND BALANCE................................................................................................50
5.9.1 WEIGHING PROCEDURES FOR CESSNA 208 CARAVAN.....................................50
6.0 WATER RUDDER RETRACTION AND STEERING SYSTEM............................................51
6.1 DESCRIPTION................................................................................................................51
6.2 ADJUSTMENT ................................................................................................................51
6.3 SERVICE SCHEDULE ....................................................................................................51
7.0 REPAIRING FLOAT HULL SKINS, BULKHEADS AND SHEET METAL.............................52
FIGURE 7-1 TYPICAL SKIN REPAIR....................................................................................53
FIGURE 7-2 TYPICAL SKIN REPAIR....................................................................................54
FIGURE 7-3 TYPICAL SKIN REPAIR....................................................................................55
FIGURE 7-4 TYPICAL REPAIR BOTTOM SKIN TO KEEL INSTRUCTIONS........................56
FIGURE 7-5 TYPICAL REPAIR BOTTOM SKIN TO KEEL INSTRUCTIONS........................57
FIGURE 7-6 TYPICAL REPAIR BOTTOM SKIN TO KEEL (ALT) INSTRUCTIONS ..............58
8.0 REPAIRING FLOAT HULL EXTRUSIONS..........................................................................59
FIGURE 8-1 TYPICAL REPAIR SPLICE OF KEEL ...............................................................60
FIGURE 8-2 TYPICAL REPAIR SPLICE OF CHINE .............................................................61
FIGURE 8-3 TYPICAL CAP SPLICE TO KEEL.....................................................................62

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LOG OF REVISIONS
REV
PAGES
DESCRIPTION
DATE
A 3 Revised Aircraft jacking position 3-16-05
B 12,18 Added greasing zerk to tasks and changed
drawing 9-28-05
C 7, 12 Added an inspection time limit and tolerances for the
Nose Block Track wear. 4-18-06
D 19-22 Made several additions to the inspection
checklist. 1-18-07
E 9,10,15,
16
Changes to the Cleaning, Corrosion and Main
gear lubrication procedures and additional minor
changes to the inspection checklist.
5-31-08
F 29,36,
46 Changed water rudder cable tensions. 8-15-08
G 5,6,
12,1321
Changed main gear oleo servicing information.
Added enhanced customer information pages
and cleaning and corrosion pages.
7-15-09
H ALL
Reformat of entire document, Add green grease
as approved grease, update to float procedures
with clarification on rear door support cables.
4/18/2013
J 30, 31 Added Shear Torque Chart, PR 1440 C Sealant
and Tef-Gel, Removed Warranty Claim Form. 5/26/2015
K 5, 14,
30, 31
Added Dow Corning DC4, Corrosion X, and Mobil
Aviation Grease SHC 100 to approved product
list. Modified torque limit section
12/4/2015

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NEW CUSTOMER INFORMATION
Customer Name
Billing Address
Shipping Address
Phone Number
Fax Number
Purchasing Contact
Phone Number
E-Mail
Fax Number
Accounts Payable Contact
Phone Number
E-Mail
Fax Number
Type(s) of Aircraft Owned or Maintained
Model(s) of Floats and Skis Owned or Maintained
FedEx and/or UPS account number (if applicable)
Please return to Wipaire Customer Service:
Fax [phone] Phone [phone] [e-mail]

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INTRODUCTION
This manual describes the general servicing and maintenance for the Model
8000 float, including hull and landing gear. For services and repairs not covered by this
manual contact Wipaire Customer Service.
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.
1700 Henry Avenue – Fleming Field
South St. Paul, MN 55075
Telephone: [phone]
Fax: [phone]
Website: www.wipaire.com
Email: [e-mail]

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1.0 GENERAL
The model 8000 seaplane or amphibious float is an all aluminum constructed
float with watertight compartments. The actual displacement in fresh water for each
float is 8108 pounds buoyancy for the seaplane and 7922 pounds buoyancy for the
amphibian. The amphibian float is geometrically the same as the seaplane except for
the addition of landing gear and internal structure for the gear.
The water rudder system is cable operated with ball bearing pulleys. Water
rudder cables tie into the existing aircraft rudder system.
The main landing gear has dual 600 x 6 8-ply tires and the nose landing gear
has one 500 x 5 10-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 differential braking. The nose wheels are
full castering.
Access to the float interior is accomplished by removing covers on the top deck
and six covers inside the wheel well. When necessary, water inside the float hulls may
be removed through pump out cups located on the outboard edge of each float top
skin.

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2.0 FLOAT HULL MAINTENANCE
2.1 GENERAL
The float structure is manufactured entirely of 6061-T6 corrosion resistant
aluminum sheet and extrusions. Skins on the inside are primed with a 3M
SCOTCHWELD primer after being cleaned and acid-etched. Exterior surfaces are
cleaned and alodined. Surfaces are then primed with an epoxy-based primer and
finished with enamel color paint.
Hard Landing and Damage Investigation
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 canned 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. Inspect aircraft
tubes in area of float fitting attach for sign of bending, cracked welds, or any other
signs of damage.

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Cleaning
The outside of the float should be kept clean by washing with soap and water.
Special care 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 wells, etc.
Alternatively, water taxiing in FRESH WATER at step-speed can help to flush the entire system.
OPERATORS IN SALTWATER ARE
STRONGLY CAUTIONED – RINSING THE ENTIRE
AIRCRAFT & FLOATS WITH FRESH WATER
AT THE END OF EACH DAY OR PERIODICALLY
IS CRITICAL. FAILING IN THIS CLEANING CAN SEVERLY
SHORTEN THE LIFE OF THE FLOATS.
The float interior should be flushed if salt water enters the compartments. If the floats are
being stored inside, remove inspection covers so the interior will dry out.
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.

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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.
After removing the corroded area, restore area to original finish (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 float inside and outside finishes by washing after saltwater operations will help
protect the float 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 reapllied to the shafts, heads and nuts.
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.

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3.0 FLOAT HANDLING, JACKING, AND AIRCRAFT TOWING
To jack the floats for servicing tires,
brakes, or doing retraction tests, it is
recommended that a floor type jack (one
ton minimum.) be used. These jacks are
commonly used for auto repair. The jack
should be positioned on the keel
centerline on the first bulkhead forward of
the step. Example is shown to the left of
this text. The jack should contact the keel
squarely and if room permits, slip a board
between the jack and keel. Raise the
float slowly; making sure the aircraft
stays balanced. After raising, block up
the keel in several places and lower the
jack. Raise only one float at a time with
the opposite float landing wheels
chocked. Position a sawhorse under
main and after body keel to keep aircraft
from tipping fore and aft.
For raising the aircraft for float installation and removal, use the lifting rings if
provided or lift at front wing attach points. Aircraft may be lifted by spreader bars with a
launching dolly. WITH CAUTION lift on both spreader bars as close to float hull as
possible.
When towing the amphibian aircraft, tow lugs are provided on the lower forward
side of the nose spring. 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.
A lifting apparatus that will pick the aircraft up by the lifting rings at wing attach
points from a ceiling hoist, to be fabricated. Contact factory for details if necessary.

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4.0 AMPHIBIAN LANDING GEAR SYSTEM OPERATION & MAINTENANCE
The landing gear incorporated within the amphibious floats 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 6:00 x 6 8-ply type III tires and the nose landing
gear has one 5:00 x 5 10-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.
Steering on land is accomplished by differential 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 fluid level should be checked
periodically by viewing the sight glass for fluid level in the upper one-third of the range.
If fluid is low, fill with MIL-H-5606 or equivalent. Filters are installed on pickup tube
inside of hydraulic reservoirs. Clean every 100 hours.
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 off. 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.
4.1 LANDING GEAR HANDLE
The landing gear handle controls a hydraulic selector valve within the selector
head in the instrument panel 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.
4.2 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 float and right-hand lights for the right float), show by their
illumination that the landing gear is up and locked. The four (4) amber indicator lights,
labeled NOSE and MAIN (left-hand lights for the let float and right-hand lights

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for the right float), 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 flight or on and off repeatedly, the motors
should be shut off by pulling AMPHIBIAN PUMP 1 AND AMPHIBIAN PUMP 2 circuit
breakers, since 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 5.4.
4.3 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 off the hydraulic motors. Each gear operates independently of the
other, and therefore, the position lights illuminate at various times.
4.4 EMERGENCY PUMP HANDLE
An emergency hand pump is located on the floor between the front seats in the
event the normal hydraulic system fails. This hand pump may be used to retract or
extend the land gear. To actuate the hand pump, pull out the handle. 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. Place the emergency hand pump handle in the pump and
pump up and down. 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.

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5.0 MAIN AND NOSE GEAR OPERATION, REMOVAL AND SERVICE
5.1 DESCRIPTION AND OPERATION
Retraction and extension of the main and nose landing gear is effected by a hydraulic
actuation system shown schematically in figure 5.3.
The gear system is hydraulically actuated and driven by two hydraulic pumps
located in the Aft fuselage.
A pressure of between 500 and 1000 psi is maintained in the supply line. When
the pressure falls below 500 psi, the pressure switch activates the pump solenoid,
providing power to the pump. When the pressure reaches 1000 psi, the pressure
switch deactivates the solenoid and the pump motor stops. Figure 5.2 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 off. The pump has an internal relief
valve, which directs oil back to the pump reservoir when the line pressure exceeds
1200 psi. The system also has an internal relief valve to protect against thermal
expansion when line pressure exceeds 1900 psi.
A cockpit mounted control valve accomplishes the selection of gear up or gear
down. Each float gear has individual indicator lights on the control valve allowing the
pilot to confirm that each gear has fully retracted or extended.
An emergency hand pump is provided, in case of total electric pump failure, or loss of
fluid. The reservoir has additional hydraulic fluid, available only to the hand pump.
The main gear is mechanically locked in both up and down positions. Locking and
unlocking is done 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 figure 5.3. A reverse process affects 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 5.4 shows the main components. The oil and air share a common
chamber. When the oleo is collapsed, the oil is forced through the main orifice,
compressing the air in the upper cylinder. Extension reverses this process. The
extended oleo is initially set at the factory to 210 psi no load. In-field adjustment of air
pressure and oil volume is described in this section.
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 figure 5.6. Gear position light proximity switches

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are closed when the piston containing the magnetic material has reached either end of
its travel.
The nose gear consists of composite fiberglass 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 cam rides in a
groove machined in the castering pin. This groove as a flat surface on the back face with
the result that the cam provides retention of the pin the block and self-centering of the
wheel.
5.1.1 SERVICE – NOSE GEAR
The nose gear pivot assembly should be cleaned and inspected every 25 hours or
more frequently whenever in water for extended period of time, especially saltwater.
Nose gear tracks that are the older style gold track and white block are 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. Newer track and block that are black should be cleaned and left
dry or alternately cleaned and wiped with a rag with dry silicone spray on it.
The nose wheels contain grease nipples for the wheel bearings. They should be
greased every 25 hours.
Nose tires are standard 5:00 x 5, 10-ply, inflated to 60 +/- 5 psi.
5.1.2 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 and it is important as with any aircraft operations not to mix types of
products.
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.
Main wheel tires are standard 6:00 x 6, 8-ply type III aircraft tires, inflated to 45 +/- 5 psi.
(Refer to figure 5-5)
5.1.3 SERVICE – MAIN GEAR OLEO
OIL LEVEL - The correct level is best set by draining and refilling with the correct
quantity of fluid (1140 ml). This should be done with the oleo removed from the float,
which process is outlined in Section 5.2. CAUTION: Release air pressure and remove
air valve before attempting to service oleo. After filling, refit valve and cap, then
pressurize to 210 psi. (Note: Use only MIL-H-5606 hydraulic fluid.)

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AIR PRESSURE – The correct air pressure is 210 psi (+/-10 psi) on a fully extended
oleo (no load) or it can be inflated to approximately 5-6 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 or T-seals whose part numbers are
depicted in figure 5.4