8750-SMAN-Rev-V

SERVICE MANUAL & ICA
8750 AMPHIBIAN/SEAPLANE FLOATS ON CESSNA 208/208B

WIPLINE FLOATS • SKIS • MODIFICATIONS • AIRCRAFT SALES
AVIONICS • INTERIOR • MAINTENANCE • PAINT REFINISHING
SERVICE MANUAL
AND
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
FOR THE
WIPLINE MODEL 8750
AMPHIBIOUS/SEAPLANE FLOAT
ON THE
CESSNA MODEL 208/208B CARAVAN
Revision V
1700 Henry Ave. - Fleming Field (KSGS), South St. Paul, MN 55075
Ph: 651.451.1205 Fax: 651.457.7858
www.wipaire.com
Doc. No. W8750-24-01 P/N 1005723 Revision V Page 1

THIS PAGE INTENTIONALLY LEFT BLANK
Page 2 Revision V P/N 1005723 Doc. No. W8750-24-01

LOG OF REVISIONS
Rev Pages Description Date
For previous revision changes, reference Service Manual and Instructions
for Continued Airworthiness for the Wipline Model 8750 Amphibious/
A-L All 8/3/2020
Seaplane Float on the Cessna Model 208/208B Caravan, Revision L part
number 1005723.
20-23, Added sections 1.4 through 1.8. Removed Comet Industries 6P-730A.
M 3/12/2021
75 Added note about leaking fluid in main gear oleo in Inspection Checklist.
N 8 Added note about Commercial Parts List 1011959 for STC SA1311GL. 8/26/2021
P 31 Added note about Slide Blocks in Section 3.3. 8/9/2022
39, 77- Added note to Section 4.1. Updated Float Removal Instructions/Procedures
R 4/6/2023
80 Checklist. Updated Float Re-Install Instructions/Procedures Checklist.
T 8 Added note to introduction about parts manual. 7/12/2023
Updated Bolt Torque information and and torque limit tables in section 9.0
U 68, 70 1/2/2024
Servicing Instructions.
Removed new customer information form. Changed 6 bolts to 3 bolts in
28, 34, Nose Wheel and Tire Removal in Section 3.0. Changed 3 bolts to 6 bolts
V 70, 91- in Main Wheel and Tire Removal and Inspection in Section 4.0. Updated 7/11/2024
93 bolt torque information in Section 9.0. Added section 13. Moved Standard
Torque Value tables to section 13.1.
View most current revision of this ICA at www.wipaire.com.


TABLE OF CONTENTS
CHAPTER 1 INTRODUCTION AND GENERAL INFORMATION.........................................................................7
CHAPTER 2 AIRWORTHINESS LIMITATIONS...................................................................................................25
CHAPTER 3 NOSE GEAR.....................................................................................................................................27
CHAPTER 4 MAIN LANDING GEAR BRAKES & GEAR RETRACTION...........................................................33
CHAPTER 5 HYDRAULICS...................................................................................................................................51
CHAPTER 6 WATER RUDDER.............................................................................................................................57
CHAPTER 7 ELECTRICAL....................................................................................................................................61
CHAPTER 8 TKS SYSTEM EQUIPPED AIRCRAFT REQUIREMENTS............................................................65
CHAPTER 9 RECOMMENDED PROCESSES, PRODUCTS, AND INSPECTION CHECKLISTS..................67
CHAPTER 10 TROUBLESHOOTING...................................................................................................................81
CHAPTER 11 INSTALLATION PRINT INFORMATION.......................................................................................87
CHAPTER 12 AIRCRAFT INSTALLED PERFORMANCE ITEMS AND DESCRIPTIONS................................89
CHAPTER 13 BOLT TORQUES............................................................................................................................91

LIST OF FIGURES
FIGURE 1-1: FRONT VIEW CESSNA 208 CARAVAN...........................................................................................9
FIGURE 1-2: TOP & SIDE VIEWS CESSNA 208 CARAVAN...............................................................................10
FIGURE 1-3: FRONT VIEW CESSNA 208B CARAVAN.......................................................................................11
FIGURE 1-4: TOP & SIDE VIEWS CESSNA 208B CARAVAN............................................................................12
FIGURE 1-5: FLOAT TERMINOLOGY..................................................................................................................13
FIGURE 1-6: MAINTENANCE ACCESS POINTS................................................................................................14
FIGURE 1-7: HYDRAULIC FLUID LEVEL PLACARD.........................................................................................16
FIGURE 1-8: FLUID TYPES AND QUANTITIES..................................................................................................16
FIGURE 1-9: JACK CRADLE RECOMMENDED MODIFICATION.....................................................................21
FIGURE 1-10: JACKING LOCATION....................................................................................................................21
FIGURE 1-11: FLOAT SECURING LOCATIONS..................................................................................................22
FIGURE 1-12: FLOAT SECURING LOCATIONS OVERVIEW............................................................................23
FIGURE 3-1: NOSE WHEEL BOX.........................................................................................................................29
FIGURE 3-2: NOSE WHEEL GREASING.............................................................................................................30
FIGURE 3-3: NOSE GEAR & BOX ITEM..............................................................................................................32
FIGURE 4-1: MINIMUM BRAKE LINING THICKNESS........................................................................................35
FIGURE 4-2A: MAIN GEAR, LOWER (OIL BATH WHEEL).................................................................................37
FIGURE 4-2B: MAIN GEAR, LOWER (GREASED WHEEL)...............................................................................37
FIGURE 4-3: MAIN GEAR GREASING POINTS..................................................................................................39
FIGURE 4-4A: MAIN GEAR ADJ. DOWN.............................................................................................................40
FIGURE 4-4B: MAIN GEAR ADJ. DOWN.............................................................................................................41
FIGURE 4-5: MAIN GEAR ADJ. UP.......................................................................................................................42
FIGURE 4-6: MAIN GEAR DOWN STOP ADJ......................................................................................................43
FIGURE 4-7: ROTARY ACTUATOR......................................................................................................................48
FIGURE 4-8: MAIN SHOCK STRUT.....................................................................................................................49
FIGURE 5-1: HYDRAULIC SCHEMATIC..............................................................................................................54
FIGURE 6-2: WATER RUDDER/STEERING CABLE ROUTING, MODEL 208..................................................59
FIGURE 6-3: WATER RUDDER/STEERING CABLE ROUTING, MODEL 208B...............................................59

CHAPTER 1
INTRODUCTION AND GENERAL INFORMATION
CONTENTS
1.0 INTRODUCTION................................................................................................................................................8
1.1 GENERAL FLOAT INFORMATION.................................................................................................................15
1.2 CLEANING........................................................................................................................................................18
1.3 CORROSION....................................................................................................................................................19
1.4 TOWING............................................................................................................................................................20
1.5 HOISTING.........................................................................................................................................................20
1.6 LEVELING.........................................................................................................................................................20
1.7 JACKING PROCEDURES...............................................................................................................................20
1.8 JACK REMOVAL...............................................................................................................................................23
1.9 MOORING.........................................................................................................................................................23

CHAPTER 1 INTRODUCTION AND GENERAL INFORMATION
1.0 INTRODUCTION
This manual is provided for the owners of Wipaire model 8750 Floats as installed on the Cessna 208 Caravan and
208B Grand Caravan. It has two main priorities:
To inform owners of the level and amount of servicing required to properly maintain their floatplane, and to provide
technical data and servicing as specified to maintenance professionals charged with servicing the floats.
The service products referred to throughout this manual are described by their trade names and may be
purchased from the Wipaire Parts Department.
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.
Reference Wipaire document number 1011959 for STC SA1311GL for a list of commercial parts.
Note: For approved design data parts, reference 8750 float parts manual 1005812 for Cessna 208 & 208B.
We, at Wipaire, welcome your purchase and look forward to years of satisfying exchanges with you. Your floats
are built with pride and attention to detail, but we want that care to extend beyond your purchase. Our customer
service department is available for your questions 24 hours a day, 7 days a week, where ever you are in the
world.
Parts Sales and Technical Support Dept:

Wipaire, Inc.
1700 Henry Avenue – Fleming Field
South St. Paul, MN 55075
Telephone: (651) 306-0459
Fax: (651) 306-0666
Website: www.wipaire.com
Email: [email protected]
In this service manual we have worked hard to include many repair scenarios in addition to the recommended
products, practices, and routine maintenance required to keep your floats in working order.
When a float part is significantly changed, or an additional inspection is recommended or required, often a service
letter and/or kit is issued. If a warranty is issued, most commonly it is for an 18-month time period, so it is crucial
to check for service letters specific to your float model at each periodic inspection to be eligible.
Service Manuals and the installation prints included are also revised periodically and kept updated. Service
letters, Service Kits and Service Manuals are available on our web site at no charge, www.wipaire.com.
NOTE: IT IS CRITICAL TO CHECK FOR MANUAL UPDATES EACH TIME AN INSPECTION IS EXECUTED.

FIGURE 1-1: FRONT VIEW CESSNA 208 CARAVAN

FIGURE 1-2: TOP & SIDE VIEWS CESSNA 208 CARAVAN

FIGURE 1-3: FRONT VIEW CESSNA 208B CARAVAN

FIGURE 1-4: TOP & SIDE VIEWS CESSNA 208B CARAVAN

FIGURE 1-5: FLOAT TERMINOLOGY

FIGURE 1-6: MAINTENANCE ACCESS POINTS

1.1 GENERAL FLOAT INFORMATION
The model 8750 amphibious float is an all aluminum structure. The alloy used throughout is mostly corrosion
resistant 6061-T6, with 2024-T3 and 7075-T651 used in strength critical fittings and panels. Interior parts are
cleaned, acid-etched and then primed prior to being riveted for enhanced corrosion resistance. Exterior surfaces
are cleaned, alodine is applied as a corrosion resistant barrier, and then primed and custom painted.
Model 8750 floats contain sixteen (16) water tight compartments per hull. Access to the inside of the floats for
cleaning, inspection and repairs is through the access covers on the float deck and the access covers inside the
wheel well.
Figures 1-1 and 1-2 show three view drawings of the Cessna 208 as installed on Wipline model 8750 amphibious
floats.
Figures 1-3 and 1-4 show three view drawings of the Cessna 208B as installed on Wipline model 8750
amphibious floats.
As a part of the float 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 landing gear emergency gear operation hand pump and system are added
3. A water rudder steering system is installed
4. Auxiliary Vertical Fins (Finlets) are added
5. A seaplane extended chord rudder is installed
6. TKS pod & reservoir (if equipped) is removed
Operational information is detailed in the Cessna 208 Airplane Flight Manual Supplement or Cessna 208B
Airplane Flight Manual Supplement.
Actual displacement for each float in fresh water is:
Amphibian:
at 100% Buoyancy = 8240 pounds
at 80% Reserve = 9155 pounds
Seaplane:
at 100% Buoyancy = 8741 pounds
at 80% Reserve = 9712 pounds
LANDING GEAR
The landing gear incorporated within the amphibious floats is a retractable quadricycle type with two swiveling
nose (or bow) wheels and four (4) (two (2) dual sets) of main wheels. Shock absorption is provided by air-oil
shock struts on the two main landing gear assemblies and composite flat springs on the nose gear assemblies.
Each main wheel is equipped with a hydraulically-actuated disc brake.
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 the aircraft empennage and can be accessed by removing the aft cabin
bulkhead. The hydraulic actuators are located adjacent to each gear.
Hydraulic system fluid level should be checked at 25-hour intervals and should be serviced to levels in

accordance with the installed placard using MIL-H-5606 (red) hydraulic fluid. The fluid level placard (Figure 1-7) is
installed on the forward hydraulic Reservoir.
FIGURE 1-7: HYDRAULIC FLUID LEVEL PLACARD
The nose wheels are fully castoring for maneuverability while the airplane is under engine power or being towed.
The main landing gear has dual 6:00x6 8-ply tires and the nose gear has a single 5:00x5 10-ply tire. All tires must
be approved to TSO C62, type III. Differential use of the main-wheel brakes steers the aircraft on land.
Grease zerks are provided in many locations that have pivoting joints. Greasing is recommended at 25-hour
intervals, or more often depending on operating environment, with HCF Grease or equivalent. See Figure 3-2 for
nose gear grease zerk locations. See Figure 4-3 for main gear grease zerk locations.
OLEO STRUT & TIRE SERVICING

Full service of the oleo strut is accomplished by releasing the nitrogen pressure, draining the hydraulic fluid,
refilling the hydraulic fluid to level in Figure 1-8, and servicing with nitrogen to pressure specified in Figure 1-8.
FIGURE 1-8: FLUID TYPES AND QUANTITIES

STRUT PACKAGE
The strut package attaches the floats to the aircraft. The strut package is comprised of the forward struts, main
pylons, rear cross-wires, and front cross wires (or flying wires).
The streamlined struts are made from extruded aluminum alloys. The main pylon is built from machined aluminum
trusses, internal ribs, and skinned with aluminum sheet.
WATER RUDDERS
The floats are equipped with water rudders attached at the rear of the float structure. These rudders steer when
the floats are in the water.
Rudder controls are integrated into the existing aircraft rudder system and should move in the same direction as
the air rudder.
Water rudders are extended and retracted with a handle installed to the right of the pilot seat.
Water Rudder & Springs

1.2 CLEANING
The outside of the float should be kept clean by washing with fresh water and soap. Special care should be taken
to remove engine exhaust trails, water-line marks, and barnacle deposits. After salt water operations, washing
with fresh water should be done daily with special attention paid to hard to reach places like:
- skin seams
- wheel well areas
- float attach points
- hardware
Alternatively, water taxiing in fresh water at step-speed can help flush the floats themselves, but additional rinsing
should be conducted on struts and fittings. The float interior should be flushed out, especially if salt water or
polluted water gets inside the compartments. If the floats are being stored inside a building either installed on the
aircraft or not, it is strongly recommended to remove the inspection covers so the interior of the floats can dry out.
OPERATORS IN SALT WATER ARE STRONGLY CAUTIONED
RINSING THE AIRCRAFT AND FLOATS WITH FRESH WATER AT THE END OF EACH DAY IS CRITICAL.
ADHERING TO THESE CLEANING RECOMMENDATIONS IS VITAL FOR KEEPING CORROSION TO A
MINIMUM. FAILURE TO CLEAN THOROUGHLY CAN SEVERLY SHORTEN THE LIFE OF THE FLOATS.
SALT WATER, POLLUTED WATER AND THEIR ENVIROMENTS, ARE STRONGLY AND DIRECTLY LINKED
TO CORROSION AND MUST BE HANDLED PRO ACTIVELY.
EVEN WITHOUT DIRECT CONTACT WITH SALTWATER, THIS HYDRAULIC PUMP IN THE AIRCRAFT
FUSELAGE HAS SEVERELY CORRODED DUE TO BEING IN A SALTWATER ENVIRONMENT WITHOUT
BEING KEPT CLEAN.

CORROSION HOT SPOTS
- DISSIMILAR METAL CONTACT LIKE LANDING GEAR, FLOAT ATTACH POINTS AND OTHERS.
- ENCLOSED SPACES THAT STAY MOIST LIKE LANDING GEAR FLOAT INTERIORS, SKIN
LAP-JOINTS, AND OTHERS.
- CONTAMINATES ON THE METAL LIKE DIRT, SALT, ENGINE EXHAUST, AND OLD OR OTHERWISE
COMPRISED GREASE.
1.3 CORROSION
Corrosion is the process by which metals are turned into oxides. It is a natural and ultimately unavoidable
chemical reaction that is accelerated by dissimilar metals in contact with each other, and enclosed spaces and
contaminants like dirt and exhaust deposits that hold moisture against the metal. If that moisture is salt water or
fresh water that is polluted, it conducts the electrolytes better and the process of corroding is faster.
Most aircraft and most floats are made out of aluminum due to its strength to weight ratio, and its ability to
withstand fatigue and remain field repairable.
Steel is used for strength in hardware and landing gear parts, and these are often areas where these dissimilar
metals cause corrosion.
Areas where moisture and dirt mix and stay wet against metal are common sites of oxidation. Float strut attach
points, water rudders, and skin joints are examples of areas where this occurs.
Cladding, plating, anodizing, painting, greasing and waxing are all processes used to help protect metal from
corrosion; Wipaire uses all these techniques during manufacture. But due to the rugged way our floats are used
and the environment, these surface sealers become abraded or wear away, leaving the metal exposed.
Removal of corrosion is detailed more fully in Chapter 9, but there are a few things an owner can do to stop
the spread of corrosion and minimize the damage. Aside from the already detailed cleaning and inspection
procedures, an anti-corrosion spray like Corrosion X, or its equivalent, should be used liberally. Because it has the
ability to displace moisture and contaminants, it can be used when the floats are still wet or when they are dry.

Periodically, hardware should be covered with waterproof grease. Especially in a salt water environment, bolts
should be removed at least once a year and grease applied to the shafts, bolt/screw heads, and nuts.
1.4 TOWING
When towing the amphibian aircraft, 2 lugs are provided on the lower forward side of the nose spring.
On land, a rigid “V” frame can be fabricated to attach to these lugs for towing the aircraft with a tractor. Lake & Air
Training and Pilot Shop has this tow bar available for purchase.
On water, a rope bridle arrangement can used to tow the aircraft from the lugs described above.
1.5 HOISTING
Hoisting the aircraft can be performed using a lifting rig that attaches to the aircraft with lifting rings that are
installed at the wing attach points. If the lifting rings are not installed, reference applicable aircraft maintenance/
service manual for additional hoisting specifications. Lake & Air Training and Pilot Shop has this hoisting rig
available for purchase. Contact Wipaire Customer Service for additional guidance in removal or installation of
floats.
CAUTION!
Make sure nothing is under or above the airplane or floats when hoisting the aircraft
1. Raise aircraft high enough to place float cradle under floats as shown in Figure 1-12.
2. Lower aircraft onto float cradle as shown in Figure 1-12.
3. Place fore and aft supports as shown in Figure 1-11 and Figure 1-12.
1.6 LEVELING
See applicable aircraft maintenance/service manual.
1.7 JACKING PROCEDURES

CAUTION!
Make sure nothing is under or above the airplane or floats when jacking the aircraft.

1. Turn off fuel.

2. Place weighted bags above the nose gear (approximately 100 lbs. on each float to start, more may be
added as needed).
3. Position 1 person at each fore and aft of each float, and 3 people at the jacking location of one float.
4. Modify jack saddle of a 3 ton minimum jack by welding as shown in Figure 1-9.
(X = WIDTH OF CRADLE)
FIGURE 1-9: JACK CRADLE RECOMMENDED MODIFICATION
NOTE: This is not required and Wipaire does not have the parts for modification. It is recommended a similar
modification be performed to the jack saddle to prevent the slippage of the cradle.
1. Center cradle on saddle and position so cradle is as far aft on the main keel as possible without interfering
with main gear as it decompresses as shown in Figure 1-10.
NOTE: If desired to prevent possible cosmetic damage to float, use material to separate cradle and float.
FIGURE 1-10: JACKING LOCATION
1. Jack one side at a time, taking care to check the balance of the aircraft and adding more weight to the front
if needed.
2. Two people, both outboard, lift the fore and aft cradle stands up to the cradle as a 3rd person release the
pressure slowly, allowing the cradle and stands to gently contact the ground.
3. Repeat previous procedure to the other float.
NOTE: A smaller jack may be needed to slightly lift the float into a high enough position for the main jack.
4. Secure floats with fore and aft supports as shown in Figure 1-11 and Figure 1-12.

FIGURE 1-11: FLOAT SECURING LOCATIONS
ALTERNATE JACKING METHOD IF WIPAIRE

JACKING FIXTURE IS NOT AVAILABLE
(8000A model shown for reference only)

Fore Cradle
Stand Cradle
Fore Aft Cradle Aft

Support Stand Support
(8000A MODEL SHOWN FOR REFERENCE ONLY)
FIGURE 1-12: FLOAT SECURING LOCATIONS OVERVIEW
1.8 JACK REMOVAL

Make sure nothing is under or above the airplane or floats when removing the jacks from the aircraft
1. Turn off fuel.
2. Verify landing gear is in the down and locked position.
3. Verify weighted bags are still located above the nose gear.
4. Position 1 person at each fore and aft of each float, and 1 person at the jacking location of one float.
5. Remove all fore and aft supports as shown in Figure 1-11 and Figure 1-12.
6. Using modified jack saddle as shown in Figure 1-9, center jack saddle in center of cradle on 1 of the floats,
7. Lift aircraft to clear fore and aft cradle stands and remove fore and aft cradle stands of lifted float.
8. Slowly lower float to the ground, remove jack from under float, and remove cradle from jack saddle.
9. Repeat previous procedure to the other float.
10. Remove weighted bags from floats.
1.9 MOORING
For land operations, the aircraft is equipped with three fixed mooring points. Two are located on the outboard
edge of the wing struts and the other is located on the underside of the tail section of the aircraft.
Mooring Procedure on Land:

1. Position the aircraft near mooring location and it point into the wind.
2. Set the parking brake and/or chock the main wheels.
3. Install the aircraft control column lock.
4. Install the flight control gust lock.
5. Tie down the aircraft to anchor points on the ground.
6. Install provided engine inlet covers, pitot tube covers, and propeller anchor assembly.
7. Attach a static ground cable to one of the aircraft tie-down eyelets and the ground anchor point.

For water operations, the floats are equipped with two deck cleats on each float, one forward near the pilot/copilot
doors, and one aft near the cargo door.
Mooring Procedure on Water at Dock:

1. Position the aircraft near the dock and point into the wind as much as able.
2. Install the control column lock.
4. Tie down using both deck cleats to secure aircraft to dock and keep it from moving if wind direction shifts.
Mooring Procedure on Water at Buoy:

1. Position the aircraft near buoy.
2. Install the control column lock.
4. Tie to buoy using one deck cleat and leave sufficient slack in the rope so that the aircraft can move as the wind
direction shifts without causing damage to aircraft.

CHAPTER 2
AIRWORTHINESS LIMITATIONS
CONTENTS
2.0 AIRCRAFT AIRWORTHINESS .......................................................................................................................26

2.0 AIRCRAFT AIRWORTHINESS

CHAPTER 3
NOSE GEAR
CONTENTS
3.0 NOSE GEAR.....................................................................................................................................................28
3.1 ADJUSTMENT/TEST NOSE GEAR................................................................................................................30
3.2 NOSE GEAR BASIC SERVICING...................................................................................................................30
3.3 NOSE GEAR DISASSEMBLY..........................................................................................................................31
3.4 NOSE GEAR ASSEMBLY................................................................................................................................31

3.0 NOSE GEAR
The nose gear consists of composite fiberglass beams that are attached on top to a moving carriage and on
the bottom to blocks that caster. Inside the block is a castoring pin that is set into the machined fork assembly;
the castoring pin allows the nose wheel to pivot 360 degrees. Geometry is such that no shimmy dampers are
necessary.
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. Gear position light proximity
switches are closed when the piston (containing magnetic material) has reached either end of its travel. Refer to
Figure 3.1 for visual reference
The nose gear has single 5:00 x 5 10-ply tire. All tires must be approved to TSO C62, type III.
NOSE WHEEL AND TIRE REMOVAL

To remove each nose wheel:
1. Jack the aircraft, completely lifting both hulls. It is not recommended to jack only one hull.
2. Cut cotter pin and remove axle nut.
3. Remove the AN4 bolt securing the opposite side of the axle.
4. Pull/Push the axle through the side plate. (either direction) taking care to set spacers aside as they are
removed.
5. Wheel will drop out between side plates once axle has been removed a sufficient distance.
Each nose wheel is a split-type rim. To remove the tire:

1. Remove air from tire.
2. Remove three (3) bolts that hold the wheel together.
3. Split rim and remove tire and tube.
Nose tires should be replaced when the tread is worn through in any area. Reinstallation is the reverse of
removal.

FIGURE 3-1: NOSE WHEEL BOX

3.1 ADJUSTMENT/TEST NOSE GEAR
Refer to Figure 3.1 for visual reference. Adjustment of actuator stroke is provided at the ends of the piston rods.
The length of the nose gear rod is adjusted such that the over-center knuckle (brass) rollers just bottom out on the
down side and the piston just bottoms out on the mounting flange. The up stops nests in the up-stop pins.
Nose gear proximity switches are located on clips that are mounted on the outer cylinder body, one on each end.
The most forward switch is for the gear down lights and most aft is for the gear up position lights. Set the proximity
switch mounting clip along outer cylinder body to a position such that the light goes out when the over-center track
is about ¼ inch from bottomed position while traveling in the up direction. Lights should come on about 1/8 inch
from the bottomed position while traveling in the down direction.
The cylinder piston has a magnet that will activate the proximity switches.
3.2 NOSE GEAR BASIC SERVICING
Refer to Figure 3-2 for visual reference. The nose gear pivot assembly should be cleaned and inspected every
25 hours or more frequently whenever in water for an extended period of time, especially saltwater. Tracks and
blocks 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. All tires must be approved to TSO C62, type III.
FIGURE 3-2: NOSE WHEEL GREASING

3.3 NOSE GEAR DISASSEMBLY
(In float or removed from float) Items refer to areas on Figure 3-3.
1. Disconnect hydraulic lines. Item 1

2. Remove the 4, NAS1103-2 bolts and washers attaching the Nose Ram, Item 2, to the flange assembly, Item 3,
and slide the Nose Ram off of the flange assembly.
3. Inspect interior bore of the Nose Ram for corrosion and pitting.
4. Loosen AN316-10R Jam Nut, Item 4, on Nose Ram Rod End, Item 5.
5. Using a strap wrench or other suitable, non-marring tool, unthread the Ram, Item 6, from the Nose Ram
Rod End. Do not attempt to remove the ram piston top (brass) from the ram shaft (stainless steel). They are
assembled as a unit and permanently secured.
6. Remove Ram Assembly, Item 3, if desired to replace the T-seals, Item 10, felt wiper, Item 7, and plastic wiper,
Item 8.
7. Replace T-seals on the Nose Ram, Item 9, and Ram Assembly, Item 3, if necessary. The T-Seal in the Cylinder
End-Cap, Item 11, can be replaced by removing the NAS1103-2 bolts and removing the cap from the Cylinder.
8. Slide the Trolley, Item 12, out bottom of nose gear track.
9. If worn or damaged, replace the 4 Slide Blocks, Item 13, and the 2 Track Rollers, Item 14.
Note: Slide Block, Item 13, notches should face toward each other.
10. Grease the 2 axles, Items 15 & 16, when reassembling.
3.4 NOSE GEAR ASSEMBLY
Items refer to areas on Figure 3-3

1. Insert the Ram Assembly, Item 6, into the Flange Assembly, Item 3, if removed during disassembly.
2. Slide the Trolley, Item 12, with installed blocks and rollers into nose box track from bottom.
3. Pull forward on the Link, still attached to the
Rod End, Item 5, to place the rollers, Item 14, into the down lock pocket on the nose box track.
4. Thread the Ram Assembly, Item 6, onto the Rod End, Item 5, until the ram piston contacts the Flange
Assembly, Item 7, while at the same time the rollers are seated in the down lock pocket. Both the piston and the
rollers need to bottom out against their respective mating parts at the same time.
5. Tighten the AN316-10R jam nut against the rod end.
6. Install the Nose Ram, Item 2, onto the Flange Assembly, Item 3, being careful not to nick T-Seals on bolt holes.
Fasten with NAS1103-2 bolts and necessary washers.
7. Oil felt wiper through oil cup on the Flange assembly, Item 3.
8. Connect hydraulic lines to cylinder and cycle gear to fill cylinder with fluid.
9. Service hydraulic system with Mil-H-5606 if necessary.

FIGURE 3-3: NOSE GEAR & BOX ITEM

CHAPTER 4
MAIN LANDING GEAR BRAKES & GEAR RETRACTION
CONTENTS
4.0 GENERAL..........................................................................................................................................................34
4.1 MAIN GEAR RETRACTION DESCRIPTION..................................................................................................38
4.2 MAIN GEAR ASSEMBLY SETUP AND ADJUSTMENT.................................................................................44
4.3 ADJUSTING THE GEAR UP POSITION.........................................................................................................47
4.4 ADJUST MAIN UP AND DOWN POSITION SWITCHES..............................................................................47
4.5 EMERGENCY GEAR OPERATION................................................................................................................50

4.0 GENERAL
The main landing gear incorporated within the amphibious floats are retractable, quadricycle type with four
main wheels in a dual tire formation. 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 tires. All tires must be approved to TSO C62, type III. The gear
system is hydraulically actuated and driven by two hydraulic pumps. Brakes are hydraulic and there is a caliper on
each main wheel.
INTRODUCTION OF OIL BATH WHEELS

Prior to float serial number 87223 (pre Service Letter 171), main wheels are greased via main axle zerks. Float
serial numbers 87223 and later (and earlier serial numbers that have had Service Letter 171 accomplished) have
oil bath lubricated main wheels.
BRAKE REMOVAL & INSPECTION

Each main wheel has a dedicated brake caliper. To remove the brake caliper:
1. Remove two mounting bolts on each caliper.
2. Compress the caliper piston using a c-clamp.
3. Slide caliper off of the brake disc.
4. At brake installation, apply STA-Lube synthetic brake and caliper grease or equivalent to brake caliper pins.
Brake pads should be replaced when the minimum section thickness is less than 0.100”, see Figure 4-1.
Generally, the brake discs should be checked for wear, grooves, deep scratches, and excessive pitting. Pitting
deeper than 0.015” or thickness below 0.327” is cause for replacement.
MAIN WHEEL AND TIRE REMOVAL AND INSPECTION

To remove each main wheel:
1. Remove brake caliper.
2. For oil bath wheels:
a. Drain oil from the axle by removing the plug in the hub cap of the inboard wheel.
b. After oil drains, remove snap ring and hub cap.
3. Cut cotter pin and remove axle nut.
4. Pull wheel off of axle.
Each main wheel is a split-type rim. To remove the tire:

1. Remove air from tire
2. Remove six (6) bolts that hold wheel together
3. Split rim and remove tire and tube
Main gear tires should be replaced when the tread is worn through in any area. Reinstallation is the reverse of
removal for tires, wheels, and brakes.
FOR OIL BATH WHEELS

Inspect an oil sample taken from the axle. Look for signs of bearing wear including metal shavings or other
impediments in the oil. If the oil sample is clean and there are no abnormalities with the wheel spinning, further

inspection including removing the wheel only needs to be done at the inspector’s discretion.
Note: Some grease may show up in the oil sample as a result from grease used by the wheel manufacturer.
Grease does not affect the wheel bearing lubrication, but oil may be changed to flush loose grease from the
system if desired.
Main gear tires should be replaced when the tread is worn through in any area. Reinstallation is the reverse of
removal for tires, wheels, and brakes.
FIGURE 4-1: minimum brake lining thickness
MAIN GEAR/WHEEL ALIGNMENT

There is no way to adjust the alignment within each main gear wheel set. If the tires are showing signs of
abnormal/asymmetric wear, some component has likely been worn/bent. Starting with the axle, examine each
main gear component and mounting point for signs of damage/deformation. Replace damaged components once
found.
If no gear/bulkhead/airframe components are found to be damaged, use the following procedure to align left and
right floats:
1. Move aircraft to level surface, ensure both nose wheels are facing aft (i.e. positioned for forward motion).
2. Measure the length of the forward flying wires, from the aft face of the clevis on each end. These distances
should be equal. If they are not, loosen the jamb nuts and adjust the wires as required so the length of each is
equal.
3. Tighten each forward wire until is snug, then tighten the jamb nuts. Wire should not be overly tight but should
be tight enough to prevent excessive motion at the center.
4. Next, tighten the aft wires in a similar fashion; measuring between the face of the clevises and loosening, then
tightening the wires until they are of equal. Secure with jamb nuts.

BLEEDING BRAKE SYSTEM

Whenever the hydraulic brake lines are disconnected and reattached the brake system should be bled. To bleed
the brake system:
1. Check that all lines are properly attached between the brake calipers and brake master cylinders.
2. Check brake fluid reservoir level and fill to MAX line (located on the pilot side of the engine compartment
mounted to the firewall).
3. Depress brakes using pilot pedals, brakes will likely be “spongy” and need significant travel to build braking
force.
4. Loosen hydraulic fitting at one brake caliper just enough to let fluid and air seep out when brakes are actuated.
5. While one person actuates the brakes, a second person should watch the brake caliper with the loose fitting.
6. If air is in the system, actuating the brakes will cause bubbles in the fluid coming out of the loosened brake
caliper fitting.
7. Actuate the brakes through full travel several times until all the bubbles have been released and fluid is being
expelled at the loose caliper without signs of air.
8. Tighten the loose caliper fitting.
9. Check fluid level in brake fluid reservoir and refill to MAX line as necessary.
10. Repeat procedure at each caliper.
11. When complete, brakes should not feel “soft” or “spongy” when actuated.
BLEEDING BRAKE SYSTEM (ALTERNATE METHOD)

When the Hydraulic Brake system is disconnected use the primary procedures listed in the previous section, or
as an alternative method to bleed the brake system is cross bleeding between main gear calipers and to brake
reservoir (Back Bleeding). To bleed the brakes system using this alternate method:
1. Connect pressurize brake bleeding system to outboard caliper.
CAUTION
WHEN PERFORMING CROSS BLEEDING, IT MAY BE NECESSARY TO REMOVE RESIDUAL FLUID FROM
BRAKE RESEVERIOR TO PREVENT OVERFLOW.
2. Open inboard and outboard bleeders on main gear and pump fluid between calipers till all air has been purged
from calipers.
3. Tighten inboard caliper bleeder and continue pressurization to reservoir till all air has been purged from line.
4. Perform steps 1 thru 3 on opposite main gear.
5. When complete check brake fluid in reservoir service to max line if necessary.
6. When complete, brakes should not feel “soft” or “spongy” when actuated.

FIGURE 4-2A: MAIN GEAR, LOWER (OIL BATH WHEEL)
FIGURE 4-2B: MAIN GEAR, LOWER (GREASED WHEEL)

4.1 MAIN GEAR RETRACTION DESCRIPTION
Refer to Figures 4-1, 4-2A, 4-2B, 4-3, 4-4A, 4-4B, 4-5 and 4-6 for visual reference.
Retraction and extension of the main gear is accomplished with a hydraulic rack and pinion type actuator. The
actuator consists of two opposing pistons connected by a geared rack, with a rotating pinion gear in the middle.
Hydraulic fluid is transferred from one piston to the other using an electrically reversible hydraulic pump located in
the empennage of the aircraft. The differential pressure builds up causes the piston to move, pushing the rack and
rotating the pinion gear and its attached drive shaft.
Attached to each end of the drive shaft are actuating arms that drive separate rod linkages with adjustable rod
ends. The drive shaft and actuating arms have a keyway to prevent slippage on the rotating drive shaft. The rod
linkages push and pull on the Main Gear Top Arm Assembly causing it to pivot around a fixed point. Also attached
to the actuators drive shaft is a visual gear position indicator.
This indicator consists of colored bands that rotate with the drive shaft allowing the pilot to visually determine the
position of the main landing gear by looking at a placard on the deck of the float.
Since the actuator rotates through approximately 193 degrees, the rod linkages and the actuating arm pass
an over center point, preventing reverse driving of the rack and pinion actuator in both the fully extended and
fully retracted positions. The actuator rotation is adjusted by setscrews that determine the length of travel of the
actuator pistons. Providing an over center up-lock prevents inadvertent main gear extension in the case of a
hydraulic failure.
As a secondary safety to ensure the geometry remains over center with a hydraulic failure, a spring is installed
on the actuating arm preventing motion of the rack and pinion actuator. Since the retraction mechanism is over
center, the weight of the landing gear and oleo, when retracted, also prevent the retraction mechanism from
rotating past the over center point.

FIGURE 4-3: MAIN GEAR GREASING POINTS
In addition to the over center locking provided by the rod linkages and actuator arm for the gear extended
position, a second down locking method is provided as well. The geometry of the main gear drag link, oleo-
pneumatic shock strut and the top arm assembly, provide an additional over center locking method. The force
vector from the oleo, (directed in line with the centerline of the oleo assembly) rotates the contacting face on
the top arm assembly into contact with the main gear top mount at all positions of oleo stroke. This transfers the
landing load into a structure designed to withstand the generated landing forces, as well as prevents the top arm
from rotating and collapsing the main landing gear.
There are two proximity switches on each main gear unit. One for sensing gear up position, and the other for
gear down position. These are easily replaceable and can essentially be adjusted during maintenance, see figure
4-4A and 4-5. The proximity sensors have a built in LED to indicate when they are sensing the gear position. This
feature greatly aids in the setup and servicing of the sensors.
There are several service points on the main landing gear to pay attention to during maintenance. Grease zerks
are located on the pivots of the main gear draglinks, each wheel axle, top and bottom pivot points on the oleo-
pneumatic shock strut, and the rotation point of the top arm assembly, see figure 4-3. The adjustable rod end
bearings are permanently sealed and do not require servicing. Inspect the rod ends for freedom of movement
and corrosion. Replace the rod ends when necessary. Depending on the operating environment, greasing
requirements may vary. Highly corrosive environments, such as salt water, may require more frequent inspections.
Regardless, the gear should be inspected visually at least every 25 hours for cleanliness and proper lubrication.
Note: If replacing any of the (4) bushings located within the pivot arm which are serviced by the trunion zerks (see
Figure 4-3), the internal grooves must be aligned to the zerk fitting and a grease hole must be drilled into the
bushing after insertion.

FIGURE 4-4A: MAIN GEAR ADJ. DOWN

FIGURE 4-4B: MAIN GEAR ADJ. DOWN

FIGURE 4-5: MAIN GEAR ADJ. UP

FIGURE 4-6: MAIN GEAR DOWN STOP ADJ.

4.2 MAIN GEAR ASSEMBLY SETUP AND ADJUSTMENT
Put aircraft on jacks to allow free extension and retraction of the landing gear. Use safe operating practices when
working around moving hydraulic components. The actuators operate at high pressures and generate high forces
when repositioning the landing gear.
Adjusting the Gear Down position:

(See figure 4-4A and 4-4B)
1. Bleed pressure off the hydraulic lines by moving emergency gear position selector both directions to Up and
Down. This will relieve pressure in the lines allowing hydraulic lines to be unhooked without spilling fluid that is
under pressure, Item 1. Leave emergency gear position selector in the Up position to allow actuator movement.
2. Remove the AN12 bolt at the top of the oleo shock strut attaching it to the top arm assembly, Item 1. This will
allow the retraction mechanism to be repositioned by hand without having to move the weight of the tires, oleo
and drag link assembly. Place a rag between the drag link and the bulkhead as the gear will rotate and make
contact with bulkhead, possibly scratching the finish.
3. Remove the 4 nuts connecting the rod linkages (Item 3) to the actuator arms (Item 5). Remove the rod linkages
from the arms. (Note: There are qty. 2 NAS1149F0463P washers between the rod end and the actuator arm.)
4. Remove the spring attached to the actuator arm.
NOTE: Steps 5 through 16 are for re-rigging the actuator. If no changes are done to actuator, skip to step 17.
5. Loosen the AN4 bolt and nut holding the actuator arms (Item 5) to the actuator shaft. Remove the two arms
from the shaft being careful not to lose the parallel keys. It is not necessary to remove the visual gear position
indicator assembly from the outboard actuator arm.
6. Remove the qty. 4, 5/16-18 bolts, that hold the actuator into the channel that runs across the top of the wheel
well.
7. Allow the actuator to drop down from channel and remove the up and down hydraulic lines.
8. NOTE: The actuator should not need adjustment while in service. The only time adjustment should be
necessary is when the actuator is disassembled in order to replace internal seals. Assuming this has been done
the remaining steps are for re-rigging the actuator to be installed back in the float.
9. With the actuator assembled and removed from float, attach Wipaire Tool 1004800 to the actuator, taking
note that the FORWARD arrow is pointing forward on the actuator. Use the 5/16-18 bolts to attach the tool to the
actuator.
10. Rotate the actuator shaft fully to the DOWN position. If the two keyway slots do not line up when the actuators
internal piston contacts the “DOWN” adjustment set screw (Item 8), the actuator needs adjustment. It may be
necessary to use one of the actuator arms removed in step 5 to help rotate the actuator.
11. To adjust the “DOWN” position, loosen the “DOWN” adjustment screw jamb nut (Item 9) and back off the
adjustment screw.
12. Align the keyway on the actuator shaft (Item 4) with the keyway on Wipaire Tool 1004800. Insert the parallel
key removed in step 5 into the aligned keyways.
13. Thread in the Down Adjustment setscrew until light contact is made between the setscrew and the actuators
internal piston. Do not over tighten as the actuator cannot rotate with Wipaire Tool 1004800 and the key installed.
Over tightening can damage the face of the actuator piston.

14. With setscrew positioned against the piston face, tighten the adjustment screw jamb nut (Item 9).
15. Repeat steps 10 - 14 for setting the UP position setscrew. (See figure 4-5)
16. Install actuator in float by reversing steps thru 7. Safety wire 5/16-18 bolts when installed. Outer face of
actuator arms should be flush to actuator shaft. It is recommended to leave the spring disconnected during gear
rigging.
17. Reattach rod linkages to actuator arms. Loosen the rod linkage jamb nuts and lengthen the rods slightly (Item
3). Make equal adjustments to each rod.
18. Rotate actuator arms until the internal piston is against the Down Adjustment Screw.
19. Shorten the Rod Linkage until the Top Arm Contact Face (Item 15) touches the contact face of the Top Mount
(Item 7). Make equal adjustments to each rod. Actuator needs to be rotated fully against the Down Adjustment
Screw.
20. Visually inspect the Rod Linkage position (Item 3) versus the actuator shaft (Item 4). When rigged correctly,
the bottom edge of the rod linkage should pass through the shaft as shown in Figure 4-4A.
21. Ensure gear is in down and locked position.
22. Using a small digital protractor, the over-center angle will be verified. Lay the protractor across the bottom of
the lower two screw holes in the actuator arm. Note: Older float models may not have flat spot shown; use the
same location as shown. Zero the protractor. See Figure 4-4B. Then place the protractor on the top or bottom
of the rod linkage. The measured angle should be 4° ± 1°. Repeat for the other actuator arm and rod linkage by
zeroing the protractor on the other actuator arm and measuring the rod linkage angle.
23. If angle is lower than required, the down Adjustment Screw (Item 8) should be turned out to allow more
rotation. If the angle is greater than required, the actuator is over-rotating, and the adjustment screw should be
turned in. One turn of the adjustment screw changes the angle by approximately 2°.
24. If adjustments have been made to the Down Adjustment Screw, the Rod Linkage (Item 3) may need to be
shortened or lengthened so that the Top Arm Contact Face (Item 15) still makes contact with the Top Mount.
25. Repeat steps 22 through 24 until angles measure within tolerance.
26. With setscrew positioned against the piston face, tighten the adjustment screw jam nut (Item 9).
27. Preload the rod linkages by shortening each rod by 1/2 turn after the contact faces touch on the Top Arm and
Top Mount. Tighten the Rod Linkage jamb nuts.
28. Check the operation of the over center down lock. As the actuator rotates causing the contact faces to
touch, the actuator arm should continue to rotate and “snap” past Top Dead Center (TDC). Make sure that there
is preload on the linkage rods so that contact faces remain touching past TDC. Push and pull on the Top Arm
Assembly (Item 2) to ensure it is locked over center. The Top Arm Assembly needs to be contacting the Top Mount
(Item 7) when the gear is extended to properly transfer the landing loads. Ensure Top Arm and Top Mount are
making contact by sliding a 3-inch wide piece of paper in (See Figure 4-4B and photo on this page), then moving
gear to down and locked position. If paper is tight, gear is rigged correctly. If paper is able to slide out, then the
Top Arm and Top Mount are not making proper contact and need further adjustment.
29. Reattach spring.
30. Loosen the (Fig 4-6, Item 1) jam nut on the Main Gear Down Stop Assembly, and screw in the NAS-428
adjustment bolt (Fig 4-6, Item 2). Verify the bolt does not touch the Top Arm when gear is in the down position.
When the aircraft is off the jack stands and the weight of the aircraft fully on the wheels, adjust the NAS-428 bolt

to lightly make contact with the Main Gear Top Arm when the gear is in the full down position, then turn the bolt
one and a half turns in so that the bolt no longer makes contact with the Top Arm. Gap should be about 0.050
inches. Tighten the jam nut.
NOTE: There are three “over center” locks on the main gear when the gear is down. The first is the over center
rod linkages that are adjusted in the above steps. The second is from the spring pulling on the actuator arm when
the gear is in the down position. The spring prevents the actuator from moving in the event of a loss of hydraulic
pressure. The third comes in the form of the angle between the oleo-pneumatic shock strut and the Top Arm
Assembly. The vector of the oleo force is “over center”, about at the rotation point on the Top Arm Assembly. Thus,
one could effectively remove the entire gear actuator, and the geometry of the Oleo and the Top Arm alone would
force the contact faces of the top arm and top mount together and lock it “over center.”
There are also two “over center” locks when the gear is in the retracted “UP” position. The first is a spring installed
on the actuating arm that prevents motion of the rack and pinion actuator in the event of a hydraulic failure. The
second over center lock comes from the geometry of the gear in the up position.
Since the retraction mechanism is driven over center, the weight of the landing gear and oleo, when retracted,
prevent the retraction mechanism from rotating past the over center point. The weight of the gear wants to rotate
the Top Arm Assembly, however, when rotating the Top Arm, the rod linkages must also move. The geometry is
such that the rod linkages are “over center” on the actuator shaft centerline, and thus the rod linkages are trying to
rotate the actuator more toward the “UP” position and in turn force the actuator piston face into the up adjustment
setscrew.

4.3 ADJUSTING THE GEAR UP POSITION
1. DO NOT adjust the rod linkages (Item 3) when setting the over center up adjustment.
2. Rotate the actuator rotation arm fully toward the gear up position.
3. When the actuators internal piston contacts the “UP” adjustment setscrew, check to make sure all the linkages
have rotated past Top Dead Center (TDC) by pushing and pulling on the Top Arm Assembly. The “UP” adjustment
screw (Item 10) should not need to be adjusted if properly set using Wipaire Tool 1004800 during the actuator
maintenance. (If it is found that one can reverse drive the rotary actuator and pull the gear down by hand, the rod
linkage and the actuator arms have not moved past TDC. Re-check the position of the “UP” stop using Wipaire
Tool 1004800. If the “UP” position is found to be correct, look for signs of damage in the floats as something is out
of position preventing the stop setting using Tool 1004800 from being correct. Call Wipaire’s Customer Service
Department for specific instructions.
4. Bleed air from hydraulic system by actuating the gear several times with the electric hydraulic pumps. See
Chapter 5, Section 5.1, for specific bleeding instructions.
5. If it is necessary to adjust gear up and down position switches proceed to next section. If not, lower gear and
reattach oleo shock strut to top arm assembly. When aircraft weight is fully on the wheels, remember to set the
NAS-428 bolt on the Main Gear Down Stop Assembly (refer to Section 4.2 Step 30).
4.4 ADJUST MAIN UP AND DOWN POSITION SWITCHES
1. With the aircraft still on jacks, position the gear in the “UP” position. This allows access to the gear down
proximity switch.
2. Loosen the jam nut on the Gear Down Proximity Switch located on the back of the Main Gear Top Mount.
Thread the Gear Down Proximity Switch in or out until the face of the sensor is flush with the face of the Main
Gear Top Mount. Reference Figure 4-4B. Tighten the jam nut on the proximity switch to 10 +/- 3 inch-pounds.
3. Thread out the Set Screw Adjustment (Item 6), located on the Top Arm Assembly (Item 2).
4. Position the gear in the “DOWN” position. With the aircraft master switch on, thus providing power to the
proximity switch, thread the Set Screw Adjustment (located on the Top Arm Assembly) in until the LED light built
into the proximity switch initially illuminates with the gear arm in the full down over center locked position, then
thread the set screw in an additional half turn.
5. Reposition the gear to the “UP” position.
6. Loosen the jam nuts on the gear up proximity sensor.
7. Adjust the gear up proximity sensor switch to have between a 0.030 - 0.060” gap between the proximity sensor
plate and the proximity sensor. Tighten the jam nuts on the proximity sensor to 10 +/- 3 inch-pounds.
8. At this point, check to ensure that the built in LED on the proximity sensor is illuminated when the sensor plate
is rotated in front of the sensor.
9. With the gear in the full up position, loosen the AN6 bolt holding the proximity sensor plate to the Main Gear Top
Arm and the socket head cap screw that prevents rotation of the sensor plate.
10. Rotate the sensor plate so that the sensor is near the edge of the plate with the gear in the up position.
Reference Figure 4-5 inset.

11. Tighten the AN6 bolt, socket head cap screw, and re-safety AN6 bolt.
12. Check for proper light illumination on the gear selector in the cockpit in both the up and down position.
13. If necessary, reattach the oleo shock strut to the Top Arm Assembly.
14. Remove aircraft from jack stands.
FIGURE 4-7: ROTARY ACTUATOR

FIGURE 4-8: MAIN SHOCK STRUT

4.5 EMERGENCY GEAR OPERATION
An emergency hand pump is provided in case of total electric pump failure or loss of fluid. The emergency hand
pump draws hydraulic fluid from the bottom of the hydraulic power pack reservoir. The hydraulic power pack
electric pumps have fluid pickup tubes that do not reach the bottom of the hydraulic fluid reservoir. This prevents
the electric pump from being able to pump all the fluid out of the system.
The remaining small reserve quantity of fluid below the electric pump pickup tube is then reserved exclusively for
the emergency hand pump. The quantity of reserve fluid below the electric pump pickup tubes is sufficient to raise
or lower the landing gear with the hand pump alone.

CHAPTER 5
HYDRAULICS
CONTENTS
5.0 HYDRAULIC SYSTEM.....................................................................................................................................52
5.1 BLEEDING THE HYDRAULIC SYSTEM........................................................................................................55

5.0 HYDRAULIC SYSTEM
WET HANDLE VS. DRY HANDLE SYSTEM

These instructions are for the later model “dry handle” hydraulic system that is used for new 8750 float
installations. For legacy installations retrofitted from 8000’s to 8750s, the “wet handle” pump system may be
installed.
The dry handle system is characterized by a gear selector head containing an electrical switch that is connected
with wires to the aft fuselage mounted pump. The pump direction is reversible.
The legacy wet handle system is characterized by a gear selector head that contains a mechanical valve and is
connected with hydraulic lines directly to the gear. The pump direction is not reversible.
For retrofit installations, where the model 8750 is mated to the wet handle equipped aircraft, operation of the
hydraulic system is the same as with the model 8000 installation – pressure and return lines at the fuselage exits
are connected to pressure and return lines at the strut (pylon) attach points.
The only electrical difference between the standard and retrofit hydraulic system is the addition of a port
and starboard (low) power wire that runs to the powered proximity switch that commands main gear position
indication. See drawing number 1006012, revision A, or later approved revision, for electrical information
pertaining to the hydraulic system.
See drawing number 1006004, latest revision for hydraulic system descriptive information for the retrofit
installation.
For Cessna 208 see drawing number 1006005, revision A or later approved revision, or for Cessna 208B see
drawing number 1006016 revision A or later approved for hydraulic system descriptive information for the current
production installation.
From the aircraft belly – up the hydraulic system should be maintained with ICA document number 1002554,
revision G or later approved revision, as applicable to the model 8000 installation.
From the aircraft belly – down, the hydraulic system shall be maintained with this ICA.
The following instructions pertain to the current production dry-handle system configuration with reversible pumps.
BASIC DESCRIPTION
A pressure of between 500 psi and 700 psi in the “DOWN” position and 500 psi and 1200 psi in the “UP” position
is maintained in the supply line. When the pressure falls below 500 psi in the “UP” and “DOWN” position, the
pressure switch activates the pump solenoid, providing power to the pump.
When the pressure reaches 700 psi in the “DOWN” position and 1200 in the “UP” position, the pressure switch
deactivates the solenoid and the pump motor stops. A check valve on the output side of the pump retains pressure
in the system while the pump is off.
The pump has an interval relief valve that directs fluid back to the un-pressurized pump reservoirs when the line
pressure exceeds 1400 psi. The system also has an internal relief valve to protect against thermal expansion
when line pressure exceeds 1900 psi.
A timer circuit is included on the powerpack that commands pump operation briefly regardless of pressure switch
position when a new gear position is selected; this allows the gear system to avoid potential thermal lock caused
by fluid expansion during flight or on the ground.


FIGURE 5-1: HYDRAULIC SCHEMATIC

5.1 BLEEDING THE HYDRAULIC SYSTEM
The system automatically bleeds, provided sufficient oil is maintained in the reservoir. To check the fluid level, fill
the reservoir through the servicing point on the power pack assembly with MIL-H-5606 hydraulic oil and cycle the
gear.
If the reservoir empties, stop the cycle by pulling the pump motor circuit breakers. Fill the reservoir again and
complete the cycle. Continue this procedure until the fluid level in the reservoir stabilizes (it will vary in level
between gear up and down positions).
If the fluid level continues to decline during gear cycles, check for external leaks. When the fluid level stabilizes,
fill the reservoir to the normal operating range as placarded on the pump reservoir.


CHAPTER 6
WATER RUDDER
CONTENTS
6.0 BASIC DESCRIPTION.....................................................................................................................................58

6.0 BASIC DESCRIPTION
WATER RUDDER RETRACT AND HAND PUMP, MOUNTED TO COCKPIT FLOOR
The water rudder-retract system is manually operated by a lever through a system of cables and pulleys. A
lever in the cockpit controls the position of the rudders. The lever has a locking feature that prevents inadvertent
operation of the rudders in flight.
Steering is directed from the aircraft rudder steering system. The controls are interconnected and seamless to the
operator. The water rudder moves with the air rudder.
WATER RUDDER RIGGING

All cables in the water rudder steering system should be rigged to 30 +/- 5 lbs. Retraction cables should be rigged
such that the top of the rudder blade is approx. 1 inch from the rudder stop on the rudder post in the up position
and that the cables are just slack in the down position.
Water rudders should be centered, when the air rudder is centered, by adjusting turnbuckles. There is no left
or right rigging adjustment related to the maximum travel of the water rudder system. For 208 cable routing see
figure 6-2 or installation drawing 1006006, revision A or later approved revision. For 208B cable routing see figure
6-3 or installation drawing number 1006015 Rev A or later approved.

SEE INSTALL DRAWING # 1006006

REV A OR LATER APPROVED REVISION
FIGURE 6-2: WATER RUDDER/STEERING CABLE ROUTING, MODEL 208
SEE INSTALL DRAWING # 1006015

REV A OR LATER APPROVED REVISION
FIGURE 6-3: WATER RUDDER/STEERING CABLE ROUTING, MODEL 208B


CHAPTER 7
ELECTRICAL
CONTENTS
7.0 ELECTRICAL SYSTEM....................................................................................................................................62

7.0 ELECTRICAL SYSTEM
WET HANDLE VS. DRY HANDLE SYSTEM

These instructions are for the later model (current production) “dry handle” electrical system that is used for new
8750 float installations. For legacy installations retrofitted from 8000’s to 8750s, the “wet handle” system may be
installed.
The dry handle system is characterized by a gear selector head containing an electrical switch connected
with wires to the aft fuselage mounted pump. The pump direction is reversible. The direction the pump turns is
controlled by the gear position switch.
The legacy wet handle system is characterized by a gear selector head that contains a mechanical hydraulic
valve and is connected with hydraulic lines directly to the gear. The pump direction is not reversible.
For retrofit installations, where the model 8750 is mated to the wet handle equipped aircraft, operation of the
hydraulic system is the same as with the model 8000 installation – pressure and return lines at the fuselage exits
are connected to pressure and return lines at the strut (pylon) attach points.
The only electrical difference between the legacy 8000 and retrofit 8750 system is the addition of a port and
starboard (low) power wire that runs to the powered proximity switch that commands main gear position
indication. For Cessna 208 see drawing number 1006012, revision A, or later approved revision, for electrical
information pertaining to the retrofit.
For Cessna 208/208B see drawing number 1006011, revision A, or later approved revision, for electrical system
descriptive information for the current production dry handle reversible pump installation.
For Cessna 208 wet handle installation, the pump/handle electrical system should be maintained with the ICA
pertaining to the model 8000 installation, document P/N 1002554, revision G or later approved revision, with
consideration for the two additional power wires shown in drawing 1006012, revision A or later approved revision.
For Cessna 208/208B dry handle installation, the pump/handle electrical systems should be maintained with these
ICA. The dry handle system is installed standard for all new 8750 installations starting May, 2012.
BASIC DESCRIPTION
The following electrical systems are added with the installation of Wipline 8750 floats on the Cessna 208/208B:
1. 24V DC Hydraulic pumps (2), each pump with its own dedicated circuit breaker
2. Gear selector head, for changing pump flow directions to actuate the landing gear up and down, and indicate
gear position
For detailed schematic information regarding the electrical system, refer to the previously listed Wipaire, Inc.
wiring diagrams.
ELECTRIC HYDRAULIC PUMPS

The installed 24V DC electrically reversing hydraulic pumps are wired independently to allow failure of one
pump without affecting the other pump. The pump is electrically shut-off in the up and down directions by a fluid
pressure switch that cuts pump power when sufficient hydraulic pressure is obtained in the gear system. Gear
swings should take less than 45 seconds with both pumps operating. If the gear cycle time is greater than 45
seconds it is likely that one pump is not pumping efficiently and/or not operating correctly.
This can be verified by pulling each pump breaker to see if the system functions on one pump, but not the other.

GEAR SELECTOR HEAD

The installed gear selector head is similar to units used in several other models of Wipline floats. This selector
head switches current directions to the electric pumps, reversing their pumping direction. It also indicates gear
positions using four blue and four green incandescent lights. The lights for the nose gear are turned on with a
magnetic switch that senses a magnet in the hydraulic cylinder piston. The lights for the main gear position are
triggered by inductive proximity switches that are triggered by metal flags on the main gear arm. Lights are a
cartridge style and can be replaced by pulling them out from the bezel. A suspected defective light can be quickly
replaced with an adjacent light for troubleshooting a suspected defective bulb.


CHAPTER 8
TKS SYSTEM EQUIPPED AIRCRAFT REQUIREMENTS
CONTENTS
8.0 TKS SYSTEM BASIC DESCRIPTION............................................................................................................66

8.0 TKS SYSTEM BASIC DESCRIPTION
The TKS ice protection system is a system that releases glycol-based fluid through laser-drilled panels on the
leading edges of the wings, horizontal, vertical stabilizers and other components to prevent ice accumulation. A
slinger ring on the propeller also emits fluid to keep the prop, windshield, cargo pod and landing gear free of ice.
TKS SYTEM MODIFICATION WHEN FLOATS INSTALLED

For requirements and guidance on modifying the TKS Icing System on Cessna 208/208B Caravan when 8750
series floats are installed refer to Wipaire installation drawing 1004806 revision A, or later approved revision.
– The TKS fluid pod must be removed and connections capped and covered. For additional control surface
movement changes see Wipaire installation drawing 6C1-2023. Control throws are different for the floatplane and
TKS equipped landplane. The TKS system is disabled when the floats are installed.
CAUTION
THE CESSNA 208/208B WITH MODEL 8750 FLOATS IS NOT APPROVED
FOR FLIGHT IN KNOWN ICING CONDITIONS.

CHAPTER 9
RECOMMENDED PROCESSES, PRODUCTS,
AND INSPECTION CHECKLISTS
CONTENTS
9.0 SERVICING INSTRUCTIONS.........................................................................................................................68
9.1 CORROSION REMOVAL.................................................................................................................................70
9.2 MAINTENANCE CHECKLIST..........................................................................................................................71
9.3 FLOAT REMOVAL AND RE-INSTALLATION GUIDE.....................................................................................76
9.4 WEIGHING PROCEDURES FOR CESSNA 208/208B CARAVAN................................................................80

9.0 SERVICING INSTRUCTIONS
As coded in the Inspection Time Limits chart in this section, there are items to be checked each 25, 50, 100, and
200 hours. Also, there are notes on special items which may require servicing at more frequent intervals.
* When conducting an inspection at 25 hours, all items marked for 25 hours would be accomplished.
* at 50 hours, the 25 and 50-hour items would be accomplished.
* at 100 hours, the 25, 50, and 100-hour items would be accomplished.
* at 200 hours, the 25, 50, 100 and 200-hour items would be accomplished.
* A complete inspection (Annual Inspection) would include all 25, 50, 100, 200 hour items.
INSPECTION TIME LIMIT TOLERANCE
Interval: Tolerance:
25 hr +/-5 hr
50 hr +/-5 hr
100 hr +/-10 hr
200 hr +/-10 hr
Annual +/-30 days
The following stipulations apply prior to utilizing any extended interval:
1. A full external visual examination must be completed of the airframe and floats with specific attention to the
attachment fittings and exterior float hull looking for abnormal wear, corrosion, dents, or damage that may
cause a leak, paint loss, etc.
2. If amphibious floats are installed, wheels and brakes should be visually inspected for abnormal tire/brake
wear, and hydraulic fluid reservoir levels checked.
3. All rigging and cables should be thoroughly visually inspected.
Below is a list of recommended lubricants and “protection” products when servicing float hull and other
amphibious components. This lists products used by Wipaire during assembly of the floats.
There may be equivalent products just as satisfactory for protection. However, it is recommended if trying different
products, to inspect them frequently so as to determine their effectiveness.
Protection of nuts, bolts, hydraulic lines, metal surfaces, or electrical connections.

Dinitrol AV30
Dinol Group
CRC – SP400 Soft Seal
CRC Industries
Oil Bath Wheel System

Aeroshell Multigrade W 15 W 50 Oil
Shell Global Solutions*
General Lubricants
LPS 1, LPS 2 and LPS 3
LPS Industries
*For main gear assemblies including the oil bath wheel system, any standard engine oil is acceptable.

Wheel Bearings, Main Gear Retract

Mechanism, Nose Gear Pivot and Rod Ends
*HCF Grease, P/N 605
HCF Industries
*Aeroshell 22
Shell Global Solutions
*Green Grease, Multi-Purpose

Green Grease Inc.
*Aviation Grease SHC 100

ExxonMobil Aviation Lubricants
*If existing grease cannot be identified you must lubri-flush all float grease fittings until visibly exhausting
all old grease and new grease is coming out. Additionally, if you cannot determine existing grease in
wheel bearings, completely clean and repack bearings with new grease.
Metal Corrosion Protection

Boeshield T9 Rust Protection
Boeing Company
Corrosion X
ACF-50 Rust Protection
Tef-Gel
Ultra Safety Systems, Inc.
Float Sealant
890 B2 or B4
Pro Seal Company
PR 1440 C
PR 1422
PPG Aerospace
RTV Silicones
General Electric
SIKAFLEX 201 or 252

Sika Manufacturing
Hydraulic Fluid
Mil-H-5606
Electrical Insulating Compound

*Dow Corning 4 (DC4)
Dow Corning Corporation
Brake Caliper Grease

STA-Lube

Bolt Torque
Bolts in Critical Areas - For common, correct torque when installed, or when visual inspection indicates a need for
a torque check.
Bolt and nut torque should be applied per the specified manufacturer recommended torques (see non-standard
bolt torques table in Section 13). If no bolt torques are specified, use AC43 standard torques (see standard bolt
torque table in Section 13).
9.1 CORROSION REMOVAL
Reference the Wipaire Structural Repair Manual (SRM) for allowable corrosion/material loss limits. Corrosion
is usually detected visually, which is why Wipaire strongly recommends the previous cleaning and inspection
procedures. It can appear as a white or pale green powder, discoloration of the metal surface, or bubbles and
blisters under the surface of the paint.
Light corrosion is removed by gentle sanding or chromic acid. Moderate and severe corrosion (blistering, flaking
and pitting) can be removed by heavier sanding or grinding.
Reinforcement or replacement of affected areas may be necessary if there is critical loss of strength in parent
metal and depends on location and other factors.
After removing the corrosion, restore the area to the original finish, like prime and enamel, or coat the metal with
a waterproof grease. CORROSION X, or equivalent, should also be applied to stop corrosion and repel moisture
and contaminants.

HOURLY LIMITS MECHANIC
INSTRUCTIONS / PROCEDURES
25 50 100 200 ANN RT LT
If the airplane is exposed
X
Wash aircraft and floats with fresh water to salt or polluted water, the
or
General and inspect surfaces, hardware and chance for corrosion increases X
more
strut connections for corrosion. dramatically. Daily basic
often
cleaning is essential.
Doc. No. W8750-24-01

Inspect for loose screws and
Spreader Bars X
cracks.
Check installed placards against the
AFM/POH Supplement Section 2, and X X
installation drawings
Float exterior – inspect for
Hulls &
Float Installation: damage, wrinkled metal, X X
Struts
corrosion, paint loss, etc.
If the floats are installed,
remove the center section
9.2 MAINTENANCE CHECKLIST
fairings for access. Strut and

attach fittings: clean upper X X
P/N 1005723
attach fittings and dog bone
saddle area, If off aircraft, re-
grease bolts and return.
Boarding steps disassemble

as needed and grease the X X
step-slide tubes.
Remove forward and aft pylon
fairings and open rope access
door. Inspect door for security.
Inspect overall inboard and
outboard skins and fairings for
damage or corrosion. Inspect
Revision V
Pylon, Inspect pylon structure and pylon and drag brace structure
X X
attachment to float and aircraft. for corrosion or deformation.
Inspect all attaching hardware
for security, damage, and
corrosion. Apply corrosion
inhibitor to Pylon Float Deck
attach point hardware prior to
reinstallation.
Disassemble and grease the flying wire Reinstall per installation
X
clevis bolts/pins. drawing.
Page 71
25 50 100 200 ANN RT LT
Page 72
On the aircraft and floats: re-
coat exposed hardware with
suitable coating for corrosion X X
per section 9.0 Servicing
Instructions of this manual.
Float Closely inspect for wrinkled
Float Structure (Interior): X X
Interior metal & cracked flanges.
Baggage compartment covers and After inspection, coat latch

mechanism with suitable anti-
seals: inspect for condition, security,
corrosion grease to protect
Revision V
X X
operation, excessive wear, and per section 9.0 Servicing
corrosion under nut-plates. Instructions of this manual.
Pumper Tube Installation: inspect
for condition, security, and routing of X X
hoses.
Water rudder blades and
posts – inspect for damage,
Water
security of attachment,
Rudder
Water rudder blades – inspect condition. corrosion, paint, rigging. X X
System &
Tail Check post bolts and
bushings and lube with
LPS 2.
Water rudder steering and retract Check top and bottom
systems – inspect the following: cables
P/N 1005723
rollers for rotation and
for broken wire; fittings for cable
lube with LPS 2 or similar X X
slippage, cracks and distortion; cable
pulleys for freedom of rotation and cable product. Tension cables 30
guard pins for presence; rigging. lbs. +/- 5lbs.
All hardware should be
coated with suitable
Remove, clean, inspect, and grease
corrosion prevention
the Aux. finlets on the horizontal X
compound per section 9.0
stabilizer.
Servicing Instructions of
this manual.
Pump and indicator light wiring –
Electrical
inspect for chafing, broken, or loose X X
Systems
terminals and general condition.
Pressure Switches – inspect wiring,
Doc. No. W8750-24-01

X X
mounting, and general condition
25 50 100 200 ANN RT LT
Pump Motors – inspect wiring,
X X
mounting, and general condition.
Landing Nose tracks and blocks –
Inspection and servicing nose gear
Gear clean and dry or clean and X X
Systems tracks:
wipe with silicone spray.
Doc. No. W8750-24-01

Nose Gear Box/Block Tracks
Check side play – 3/32” to

measured at slide route for wear. X X
1/8” max tolerance.
.050” or less wear tolerance.
Nose gear pivot blocks and forks
– inspect for condition, lubrication, X X
corrosion, and paint.
Nose & Main wheel bearings –
X X
Grease Zerks.
Inspect Hydraulic rotary actuator in
X X
the main wheel well.
P/N 1005723
Check fluid level indication
Hydraulic fluid level : MIL-H-5606 X X
on tanks; fill as needed.
Main Wheels: 60 psi +/- 5
Wheels and tires – inspect for wear, psi.

X X
pressure, and condition. Nose Wheels: 60 psi +/- 5
psi.
Brake assemblies – inspect for
X X
wear, corrosion, and leakage.
When the plastic reservoir
Hydraulic fluid in reservoir should
is removed, the visible
be checked for moisture or other
screens should be X
Revision V
contaminates and changed if
inspected and cleaned
necessary.
before reassembly.
Main and Nose gear actuators,
Assemblies – inspect for condition,
X X
lubrication, leakage, corrosion, and
cleanliness.
Nose gear springs – scotch
ply springs, inspect for cracks, X X
delamination and paint.
Page 73
25 50 100 200 ANN RT LT
Page 74
Main gear drag link bushings –
inspect for condition, lubrication, X X
and corrosion.
Clean the wheel wells to facilitate
X X
general condition inspection.
Main gear oleos – inspect for
evidence of leakage, proper
extension, and check cylinder for X X
corrosion, pitting, cleanliness, and
Revision V
security.
Greased Wheels Only: Inspect the
inside of the Main Landing Gear
X
Axle Shaft for corrosion. (N/A if Oil
Bath Wheels)
Hydraulic lines and fittings – inspect
X X
for leaks, condition, and security.
Brake system plumbing – inspect for
X X
leakage, condition, and security.
If full servicing is required,
Main gear oleos – Check for static use 5606 hydraulic fluid &
compression, leaks and proper Nitrogen Cylinder. Cylinder
X X
pressure. Remove and service if flat PSI 400-450
P/N 1005723
or leaking fluid only. Cylinder Capacity 975 +/-
20mL
Perform retraction tests as follows: X X
1. Hoist aircraft and place on stands.
2. Turn on Aircraft Master switch.
Inspect main gear up and
3. Select Gear ‘UP’ position using
down linkage for proper
selector.
engagement.
4. Verify gear lights indicate gear
Inspect nose gear trolley
positions correctly while gear is in
for proper travel.
transit and at the end of travel.
5. Select Gear ‘DOWN’ position
using selector.
Doc. No. W8750-24-01

25 50 100 200 ANN RT LT
6. Verify gear lights indicate gear Inspect nose gear for
positions correctly while gear is in excessive play in the down
transit and at the end of travel. position.
Perform Emergency Gear
Retractions/Extension tests as X X
Doc. No. W8750-24-01

follows:
1. Pull gear pump circuit breakers

(2)
2. Select desired gear position using
Emergency Selector Valve.
3. Extend emergency hand pump
handle and pump vertically until
force increases noticeably (150+
strokes).
4. Verify gear lights indicate gear
P/N 1005723
positions correctly while gear is in
transit and at the end of travel.
5. Repeat in opposite direction.
Re-grease bearings with

Nose and Main wheel bearings
suitable water resistant
– disassemble and inspect (nose
grease per section 9.0 X X
wheel only if main gear oil bath
servicing Instructions of this
system is installed)
manual.
Check oil level and take
sample of oil from axle.
Main gear with oil bath wheel Inspect per main wheel and
X
Revision V
system installed tire removal and inspection
section of this manual,
located in section 4.0
Page 75
FLOAT REMOVAL INSTRUCTIONS / PROCEDURES MECHANIC INSP.
THIS IS INTENDED AS A GENERAL GUIDE. EACH INSTALLATION MAY HAVE SUBTLE
Page 76
DIFFERENCES. ALWAYS USE THE INSTALLATION DRAWINGS AS THE FINAL REFERENCE. ALL RT. LT.
WORK SHOULD BE DONE BY CERTIFIED AIRCRAFT TECHNICIANS.
1. Connect the lifting bar to the hoist and position aircraft underneath.
2. Remove wing gap strips
3. Inspect aircraft lifting rings for proper assembly and installation before connecting the lifting bar to the
aircraft.
4. Attach ropes and ballast to tie-down rings as required to keep aircraft level while lifting.
5. Lower aircraft so wheels just touch and relieve hydraulic pressure before pulling pump, gear selector, and
Revision V
gear advisory circuit breakers. Install red tie-wrap to shank for safety.
6. Remove the following items from aircraft:
Nose gear cover plate.
Left lower cowling. Loosen inboard fasteners on RH lower nose cowl.
Steering bungee from nose gear attach point. Remove bracket from engine mount.
Front flying wire and remove fitting at firewall. Do not remove aft flying wires.
Landing gear stiffeners.
Strut fairings and belly plate.
Tail hatch cover & tail cone (if needed).
Rear cargo struts and step assembly.
Auxiliary fins (cover holes with cover plates).
Nuts from top bolts in forward struts.
P/N 1005723
Bolts from front step struts at fuselage.
Floor cover plates for access to steering cables from forward fairlead to main gear well.
9.3 FLOAT REMOVAL AND RE-INSTALLATION GUIDE
Elevator down-spring and cable ( 208 only).

Hydraulic lines at the Main Gear Box location and cap.
Retract cable, detach and secure in wheel well.
Brake lines and cap.
Electrical cannon plug in main wheel well.
With disconnected aft steering cables in tail cone, remove rudder aft rudder cables or clamp to main rudder
cables with autopilot bridal cable clamps.
7. Assemble main gear if needed.
8. Install nose gear and attach steering bungee.
Doc. No. W8750-24-01

FLOAT REMOVAL INSTRUCTIONS / PROCEDURES MECHANIC INSP.
9. Assemble support crew, minimum six (6) crew members.
10. With wheels just touching the ground, remove the 4 main gear saddles and upper front attach bolts.
Doc. No. W8750-24-01

11. Lift aircraft and remove floats.
12. Lower aircraft positioning main gear assembly for installation.

13. Torque main gear saddle bolts to 75 ft. lbs.
14. Connect brake lines and bleed for air bubbles.
15. Install main gear belly plate and fairings.
16. Remove front strut fittings.
17. Install pilot and co-pilot step assemblies.
18. Replace Passenger Door Cable Assy. (2) P/N S2837-2 with original Cable Assy. (2) P/N S2837-1.
19. Install tail cone and tail hatch cover.
P/N 1005723
20. Install lower LT. cowling.
21. Install all nose gear fittings.
22. Install all floor plates and carpet.
23. Install aft bulkhead.

24. Install any seats previously removed.
25. Remove aircraft from hoist and add air to tires as required.
26. Install wing-root fairings.
27. Check all placards to conform to landplane category.
28. Make logbook entry.
NOTES: Ensure landplane weight and balance is in aircraft.
Revision V
Page 77
FLOAT RE-INSTALL INSTRUCTIONS / PROCEDURES MECHANIC INSP.
Page 78
1. Remove the nose and main gear fairings and the belly plate.
2. Remove wing gap strips and the tail cover.
3. Install the finlets and seal.
4. Remove aft panel inspection covers for Hydraulic pump access and cables.
5. Remove pilot and Co-pilot steps.
6. Replace Passenger Door Cable Assy. (2) P/N S2837-1 with Cargo Door Cable Assy. (2) P/N S2837-2.
Revision V
7. Install front strut fittings.
8. Disconnect brake lines and cap.
9. Tie ropes from tie-down rings. Connect lifting bar to hoist and inspect aircraft lifting rings for proper
assembly before connecting to aircraft. Use ballast from tie-down to ensure level lifting.
10. Raise aircraft until wheels are just touching the ground and assemble.
11. Assemble support crew, minimum six (6) crew members.
12. Remove saddles holding main gear in place. With crew support crew stabilizing aircraft, hoist aircraft clear
of main gear and roll away from aircraft.
13. Lube saddles on aircraft and saddle bolts and position floats under aircraft.
14. Lower aircraft to floats, install front struts first then lower aircraft onto Saddles and install clamps.
15. Torque the saddle bolts to 75ft/lbs.
16. Remove the Nose gear.
P/N 1005723
17. Install the flying wire fitting. Install flying wires, rig with regard to airflow.
18. Secure the steering bungee and connect the hydraulic lines.
19. Locate jack stands under floats.
20. Cut Tie-wrap from pump, gear selector, and gear advisory circuit breakers and push in breakers.
21. Perform airframe mounted inspection items if not previously performed. Reference Maintenance checklist.
22. Perform gear check and ensure all lights agree with gear position.
23. Test gear advisory system.
24. Cycle time up? Cycle time down? Check for leakage.
25. Hand pump the gear down and up and check for leakage.
26. Install springs for steering cables in the tail of the aircraft.
27. Route and rig the steering cables and water rudder retract cables with 30lbs. +/- 5lbs.
Doc. No. W8750-24-01

FLOAT RE-INSTALL INSTRUCTIONS / PROCEDURES MECHANIC INSP.

28. Install step struts.
Doc. No. W8750-24-01

29. Install brake lines and bleed for air bubbles (See Chapter 5 section 5.1 this manual).
30. Install elevator down-spring.

31. Install belly plate and fairings for main gear.
32. Install tail inspection cover, cowling, and wing gap strips.
33. Inflate tires IAW Chapter 1 Figure 1-8 of this manual.
34. Remove aircraft from stands, check for proper main oleo extension (see Section 4).
35. Check aircraft placards against the flight manual supplement or install drawings for accuracy.
36. Plug nose leg fairing holes, pilot, and Co-pilot step holes.
37. Make logbook entry.
P/N 1005723
NOTES: Verify floatplane POH supplement and floatplane weight and balance report are in aircraft.
Revision V
Page 79
9.4 WEIGHING PROCEDURES FOR CESSNA 208/208B CARAVAN
Level aircraft per manufacturer’s instructions or use the cabin door lower sill.
Place scales under the right and left main and nose gears.
Place blocking under the right and left main gears to level aircraft.
Draw lines on the floor from the centerline main wheels and centerline nose wheel left to right.
Drop a plumb bob from the face of the firewall. This is station 100.00. Measure 100.00 inches forward of this
point, this is the datum, 0.0.
Draw another line between the nose wheel centers and a 4th line between the main wheel centers.
Measure the distance from 0.0 to the nose wheel line. This is X1 and X2.
Measure the distance from 0.0 to the main wheel line. This is Y1 and Y2.
If the floats are seaplane floats, the scales go under the step point in the rear and a point towards the front of the
float. These distances are measured and become the same X and Y as for the amphibian.
Notes: 1. Zero out or deduct tare weights at the Y arm.

CHAPTER 10
TROUBLESHOOTING

MALFUNCTION POTENTIAL CAUSE(S) CORRECTIVE ACTION
Power pack does not run after gear a. Circuit breaker is open (triggered). a. Reset circuit breaker
Page 82
selection.
b. Pressure switch is not actuating at the low b. Jump across pressure switch leads to determine
if motor runs. If motor operates replace the
solenoid switch.
c. Solenoid switch not actuating. c. Jump across solenoid leads and determine if
motor runs. If motor operates replace solenoid
pressure switch.
d. Faulty ground on pump. d. Correct motor ground.
Revision V
e. Faulty pump motor. e. Replace faulty pump motor.
Power pack does not shut down after a. Faulty pressure switch. a. Replace pressure switch.
gear reached desired position.
b. Faulty or dirty pressure relief valve allowing b. Clean or replace relief valve as required.
insufficient pressure to satisfy switch.
Power pack shuts off before gear a. Binding or jammed gear actuator. a. Repair gear actuator.
reaches desired position.
b. Faulty pressure relief valve. b. Replace faulty pressure relief valve.
Power pack cycles on and off after gear a. External hydraulic leak. a. Visually inspect lines, actuators, and hoses and
is in position. replace as required.
b. Internal hydraulic leak. b. Disconnect and cap off on actuator at a time and
isolate the internally leaking actuator by process of
P/N 1005723
elimination. If all the actuators have been isolates
and the pump cycling continues, replace the power
pack check valve.
Power pack cycles on and off during a. Binding in the retraction unit. a. Inspect for free operation of the retraction unit.
gear cycle. Suspect the gear that retracts last.
b. Pressure switch cut off limit too low. b. Replace pressure switch.
Slow gear retraction (considerably a. Plugged oil screen. a. Clean intake screen located inside reservoir
longer than 30 seconds). tank.
b. Poor electrical connection to motor. b. Connect a 24 VDC power source directly to the
pump. If pump operation improves correct wiring.
c. Poor motor. c. Replace pump motor.
d. Worn pump gears. d. Replace pump.
Doc. No. W8750-24-01

Circuit breaker pops during cycle. a. Defective or corroded wire connections. a. Correct wiring and protect terminals with grease.
b. Defective motor brushes. b. Replace pump motor.
c. Defective circuit breaker. c. Replace circuit breaker.
Landing gear position indicators do a. Landing gear indication circuit breaker a. Reset circuit breaker.
Doc. No. W8750-24-01

not test. tripped.
b. Annunciator test switch defective. b. Replace annunciator test switch.
Individual landing gear position a. Defective bulb a. Replace defective bulb.

indicator does not test
Individual landing gear position a. Gear out of position and not contacting gear a. Using extreme caution inspect affected gear
indicator illuminates during test, but position switch to determine that the gear is fully in the selected
does not show correct gear position position. Correct gear actuation condition.
b. Defective gear position switch. b. Replace defective gear position switch.
Aircraft leans to one side on amphibian a. Fuel has migrated from one wing to the a. Check fuel level in both wings for correct fuel
P/N 1005723
gear. other causing a fuel imbalance. balance and transfer fuel as necessary to bring fuel
into balance.
b. Tires not inflated properly. b. Inflate tires to correct pressures
c. Oleo strut may be underserviced. c. Service strut as required.
d. Damaged gear parts or bent axle. d. Inspect gear for loose or damaged parts
including a bent axle and repair as required
Tires wear excessively – main gear a. Tires not inflated to proper pressures. a. Inflate tires to correct pressures.
b. Main gear trucks out of alignment. b. Align left and right float using horizontal cross
wires.
Revision V
c. Landing gear has loose or worn c. Replace or adjust landing gear components.
components.
d. Axle is bent d. Replace landing gear lower link.
e. Brakes dragging. e. Inspect and repair brake components to

preclude brake drag.
f. Wheel/tires out of balance f. Balance wheels/tires as required.
Page 83
Tires wear excessively – nose gear a. Tires not inflated to proper pressures. a. Inflate tires to correct pressures.
Page 84
b. Landing gear has loose or worn b. Replace or adjust landing gear components.
components.
c. Axle is bent c. Replace landing gear lower link.
d. Wheel/tires out of balance. d. Balance wheels/tires as required.
Wheel and tire vibration a. Wheel/tire out of balance a. Balance wheels and tires.
Nose wheel shimmies a. Loose or worn nose gear components. a. Inspect nose gear components for condition and
Revision V
wear. adjust or replace components as required.
b. Nose wheel/tires out of balance. b. Balance nose wheel/tire
Brakes drag a. Binding brake pedals. a. Lubricate the brake pedal pivot points or repair /
replace defective parts.
b. Broken brake piston return spring. b. Repair or replace brake master cylinder.
c. Improperly rigged parking brake control. c. Re-rig parking brake control.
d. Restriction in brake hydraulic lines. d. Remove restriction form lines, flush system and
reservoir with clean hydraulic fluid.
e. Warped or scored brake disk. e. Replace disc and linings.
f. Brake damage or accumulated dirt and grim f. Clean or replace components as required.
restricting movement.
P/N 1005723
Brakes fail to operate a. Improper brake hydraulic fluid level. a. Service brake hydraulic reservoir.
b. Worn brake linings. b. Replace brake linings.
c. Defective O-ring in master or brake cylinder. c. Replace defective O-ring.
d. Internal damage due to incorrect type of d. Replace or rebuild defective components, flush
brake fluid In system. system, refill system with MIL-H-5606, and bleed
the brakes.
Brakes feel spongy. a. Air in brake system. a. Bleed brakes.
b. Swollen or defective hoses. b. Replace defective hoses.
c. Improper brake hydraulic fluid level. c. Service brake hydraulic reservoir.
Doc. No. W8750-24-01

Water rudders fail to retract and extend a. Water rudder cable system out of rig or a. Inspect water rudder cable system for condition
normally. binding. and rigging. Correct as required.
Water rudders fail to retract to the a. Water rudder retract cable system out of rig. a. Rig water rudder cable system.
same height
b. Broken or mis-adjusted water rudder up b. Replace and adjust water rudder up stops.
stop.
Doc. No. W8750-24-01

a. Water rudder system cable broken. a. Replace defective water rudder cable.
Water rudders fail to operate
b. Water rudder cable system out of rig. b. Rig water rudder cable system.
P/N 1005723
Revision V
Page 85

CHAPTER 11
INSTALLATION PRINT INFORMATION
CONTENTS
11.0 WIPAIRE DRAWINGS REQUIRED FOR 8750 FLOAT INSTALLATION CESSNA 208 CARAVAN...........88
11.1 WIPAIRE DRAWINGS REQUIRED FOR 8750 FLOAT INSTALLATION CESSNA 208B CARAVAN........88

11.0 WIPAIRE DRAWINGS REQUIRED FOR 8750 FLOAT INSTALLATION

CESSNA 208 CARAVAN
See Wipaire drawing 1006000, revision A or latest approved revision, for a complete list of drawings pertaining
to the installation and removal of the 8750 floats. A copy of this drawing and all drawings listed thereon can be
obtained from Wipaire, Inc. These drawings are necessary to properly maintain the aircraft.
11.1 WIPAIRE DRAWINGS REQUIRED FOR 8750 FLOAT INSTALLATION

CESSNA 208B CARAVAN
See Wipaire drawing 1006001, revision A or latest approved revision, for a complete list of drawings pertaining
to the installation and removal of the 8750 floats. A copy of this drawing and all drawings listed thereon can be
obtained from Wipaire, Inc. These drawings are necessary to properly maintain the aircraft.

CHAPTER 12
AIRCRAFT INSTALLED PERFORMANCE
ITEMS AND DESCRIPTIONS
CONTENTS
12.1 WING FENCES GENERAL DESCRIPTION.................................................................................................90
12.2 VORTEX GENERATORS GENERAL DESCRIPTION.................................................................................90
12.3 FLOAT SUCTION BREAKERS GENERAL DESCRIPTION........................................................................90

12.1 WING FENCES GENERAL DESCRIPTION
Wing fences are flat plates fixed to control surfaces on top of the wing. The Cessna 208 comes standard with
one fence attached to the inboard edge of each aileron. As part of the float installation on the Cessna 208B, four
fences are installed: one of the inboard edge of each aileron and one on the inboard edge of each spoiler.
The fences are installed to aid in lateral stability and stall characteristics. All of the appropriate fences must be in
place prior to flight. For location and installation of Wing fences on the Cessna 208B, see Wipaire drawing number
1006698 Rev. A or later approved revision.
12.2 VORTEX GENERATORS GENERAL DESCRIPTION
The Vortex Generators are typically a triangular shape design made of various materials that are used to energize
airflow over control surfaces or wings. There are typically ten (10) equally spaced Vortex Generators on each
upper wing just aft of the leading edge on the Cessna 208B only.
Cessna 208B aircraft previously equipped with a TKS fairing have roughly 34 Vortex Generators installed. With
the addition of the Vortex Generators the aircraft will have improved controllability and safety at low speeds. No
more than two non-adjacent vortex generators per wing can be missing at any one time.
If a Vortex Generator is missing, replace as soon as possible. Refer to Cessna 208 models Configuration
Deviation List.
12.3 FLOAT SUCTION BREAKERS GENERAL DESCRIPTION
The suction breakers are angled aluminum channel riveted to the bottom surface of the float afterbody. There are
four suction breakers installed on each float afterbody, two inboard and two outboard.
The suction breakers are installed to decrease a tendency for the afterbody to stay attached to the water on
takeoff, particularly on glassy water conditions. Any number of suction breakers can be missing, but must be
reinstalled as soon as possible.
For installation and location of Suctions breakers see Wipaire drawing number 1006575 Rev. A or later approved
revision.
CAUTION!
Missing suction breakers will result in longer water takeoff runs, particularly in glassy water.
WARNING!
If suction breakers are found to be missing ensure that holes are adequately sealed prior to any further
water operation to prevent float compartment filling with water.

CHAPTER 13
BOLT TORQUES
CONTENTS
13.1 BOLT TORQUES............................................................................................................................................92

13.1 BOLT TORQUES
In the absence of any preempting data such as that found on installation drawings, use the NON-STANDARD
table below for the listed fasteners. If the nut and bolt torque is not included in the NON-STANDARD TORQUES
table and has no torque value provided on an associated installation drawing or service letter, use AC43.13-1B
standard torque value tables shown below.
Use caution when tightening bolts in shear that are subject to rotational movement. The nut should be run down
to washer or bearing surface snugly and must NOT be over torqued. Over torquing may cause deformation of the
connection to a degree likely to result in binding or unnecessary wear.
NON-STANDARD TORQUES
TORQUE
ASSEMBLY P/N DESCRIPTION FASTENER P/N
(IN-LBS)
8A04000-031 (40-418-3) Main Wheel Assembly (Cleveland) AN5-35A 150
30-241 Brake Assembly (Cleveland) MS21250H04026 90
1003233 (40-87H) Nose Wheel Assembly (Cleveland) AN4-22A 75
Installation of Nose Fork/Spring Assembly to AN8-31A 500
8750A
Nose Box AN6-27A 250
Nose Fork/Spring Assembly at Lower Spring
1012042 (1 piece fork) AN6-21A 300
Bolts
Nose Fork/Spring Assembly at Lower Spring
8A06000-008 (3 piece fork) AN6-21A 300
Bolts
Nose Fork/Spring Assembly at Nose Fork Leg
8A06000-012 (3 piece fork) AN6-37A 150
and Yoke at Pivot Block
Main Gear Drag Link Assemlby Brake Torque
MS16997-77 150
Plate bolts
1008981
Main Gear Drag Link Assemlby Brake Torque
MS16997-96 190
Plate bolts
1006863 Main Gear OLEO at metering pin nut AN316-12R 600
8750A/S FWD Pylon bolt 1005318 200 FT LBS

STANDARD TORQUES PER AC43.13-1B

**TENSION APPLICATION—FINE THREAD **SHEAR APPLICATION—FINE THREAD
TORQUE LIMITS TORQUE LIMITS
NUT-BOLT IN-LBS NUT-BOLT IN-LBS
SIZE SIZE
MIN. MAX. MIN. MAX.
8-36 12 15 8-36 7 9
10-32 20 25 10-32 12 15
1/4-28 50 70 1/4-28 30 40
5/16-24 100 140 5/16-24 60 85
3/8-24 160 190 3/8-24 95 110
7/16-20 450 500 7/16-20 270 300
1/2-20 480 690 1/2-20 290 410
9/16-18 800 1000 9/16-18 480 600
5/8-18 1100 1300 5/8-18 600 780
3/4-16 2300 2500 3/4-16 1300 1500
7/8-14 2500 3000 7/8-14 1500 1800
1-14 3700 5500 1-14 2200 3300
1 1/8-12 5000 7000 1 1/8-12 3000 4200
1 1/4-12 9000 11000 1 1/4-12 5400 6600
** A Torque of 80% should be used when Tef-Gel is applied to the bolt.

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SERVICE MANUAL & ICA

8750 AMPHIBIAN/SEAPLANE FLOATS ON CESSNA 208/208B

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View most current revision of this ICA at www.wipaire.com.

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CHAPTER 1 INTRODUCTION AND GENERAL INFORMATION

Parts Sales and Technical Support Dept:

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FIGURE 1-1: FRONT VIEW CESSNA 208 CARAVAN

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FIGURE 1-2: TOP & SIDE VIEWS CESSNA 208 CARAVAN

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FIGURE 1-3: FRONT VIEW CESSNA 208B CARAVAN

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FIGURE 1-4: TOP & SIDE VIEWS CESSNA 208B CARAVAN

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FIGURE 1-5: FLOAT TERMINOLOGY

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FIGURE 1-6: MAINTENANCE ACCESS POINTS

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1.1 GENERAL FLOAT INFORMATION

Actual displacement for each float in fresh water is:

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FIGURE 1-7: HYDRAULIC FLUID LEVEL PLACARD

OLEO STRUT & TIRE SERVICING

FIGURE 1-8: FLUID TYPES AND QUANTITIES

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Water Rudder & Springs

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OPERATORS IN SALT WATER ARE STRONGLY CAUTIONED

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CORROSION HOT SPOTS

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1.7 JACKING PROCEDURES

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1. Turn off fuel.

FIGURE 1-9: JACK CRADLE RECOMMENDED MODIFICATION

FIGURE 1-10: JACKING LOCATION

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FIGURE 1-11: FLOAT SECURING LOCATIONS

ALTERNATE JACKING METHOD IF WIPAIRE

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Fore Aft Cradle Aft

(8000A MODEL SHOWN FOR REFERENCE ONLY)

FIGURE 1-12: FLOAT SECURING LOCATIONS OVERVIEW

1.8 JACK REMOVAL

Mooring Procedure on Land:

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Mooring Procedure on Water at Dock:

Mooring Procedure on Water at Buoy:

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2.0 AIRCRAFT AIRWORTHINESS