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and check for any stiffness or binding in the action of
the cables. Check that necessary marine and safety
equipment, such as life vests, lines (ropes), anchors,
and paddles are present, in good condition, and
stowed correctly. Obtain the bilge pump and fuel
sample cup.
Standing on the front of the float, inspect the propeller,
forward fuselage, and wing. Check the usual items,
working from the nose toward the tail. Water spray damage
to the propeller looks similar to gravel damage, and
must be corrected by a mechanic. Check the oil and fuel
levels and sample the fuel, ensuring that it is the proper
grade and free of contaminants. Naturally, the most
likely contaminant in seaplane fuel tanks is water. Pay
extra attention to the lubrication of all hinges. Not only
does lubrication make movement easier, but a good coating
of the proper lubricant keeps water out and prevents
corrosion. Look for any blistering or bubbling of the
paint, which may indicate corrosion of the metal underneath.
Check the security of the float struts and their
attachment fittings. Be careful moving along the float,
and pay attention to wing struts, mooring lines, and other
obstacles. If the seaplane is on land, do not stand on the
floats aft of the step or the seaplane may tip back.
Next, inspect the float itself. Water forces can create
very high loads and lead to cumulative damage. Look
carefully for signs of stress, such as distortion or buckling
of the skin, dents, or loose rivets. The chines
should form a continuous smooth curve from front to
back, and there should be no bends or kinks along the
flange. If the floats are made of fiberglass or composite
materials, look carefully for surface cracks, abrasions,
or signs of delamination. Check the spreader bars
between the floats, and look at the bracing wires and
their fittings. Any sign of movement, loose fasteners,
broken welds, or a bracing wire that is noticeably
tighter or looser than the others is cause for concern.
Check for signs of corrosion, especially if the seaplane
has been operated in salt water. Although corrosion is
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4-2
less of an issue with composite floats, be sure to check
metal fittings and fasteners. [Figure 4-1]
Use the bilge pump to remove any accumulated water
from each watertight compartment. The high dynamic
water pressure and the physical stresses of takeoffs and
landings can momentarily open tiny gaps between float
components, allowing small amounts of water to enter.
Conversely, sitting idle in the water also results in a
small amount of seepage and condensation. While it is
normal to pump a modest amount of water from each
compartment, more than a quart or so may indicate a
problem that should be checked by a qualified aircraft
mechanic experienced in working on floats. Normal is
a relative term, and experience will indicate how much
water is too much. [Figure 4-2]
If pumping does not remove any water from a compartment,
the tube running from the bilge pump opening to
the bottom of the compartment may be damaged or
loose. If this is the case, there could be a significant
amount of water in the compartment, but the pump is
unable to pull it up. [Figure 4-3] Be sure to replace the
plugs firmly in each bilge pump opening.
At the stern of the float, check the aft bulkhead, or transom.
This area is susceptible to damage from the water
rudder moving beyond its normal range of travel.
Carefully check the skin for any pinholes or signs of
damage from contact with the water rudder or hinge
hardware. Inspect the water rudder retraction and steering
mechanism and look over the water rudder for any
damage. Remove any water weeds or other debris
lodged in the water rudder assembly. Check the water
rudder cables that run from the float to the fuselage.
[Figure 4-4]
Figure 4-1. A preflight inspection with the seaplane on land
provides an opportunity to thoroughly examine the floats
below the waterline. Note the spray rail on the inboard chine
of the far float in this photo.
Figure 4-2. Bilge pump openings are closed with a soft rubber
ball.
Figure 4-3. Be suspicious if pumping does not remove a
small amount of water. If the bilge pump tube is damaged,
there may be water in the compartment that the pump cannot
remove.
Figure 4-4. Inspect the water rudders, cables, springs, and
pulleys for proper operation.
Ch 04.qxd 8/24/04 10:48 AM Page 4-2
4-3
engine. With oil pressure checked, idle r.p.m. set, and
the seaplane taxiing in the desired direction, the pilot
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