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9/27/01 AC 43.13-1B CHG 1 9-9. INSPECTION AND REPAIR OF FLOATS AND SKIS. Inspection of floats and skis involves examination for damage due to corrosion, collision with other objects, hard landings, and other conditions that may lead to failure. Tubular structures for such gear may be repaired as described in the section cover- ing welded repairs of tubular structures. a. Floats. To maintain the float in an air- worthy condition, periodic and frequent in- spections should be made because of the ra- pidity of corrosion on metal parts, particularly when the aircraft is operated in salt water. Ex- amine metal floats and all metal parts on wooden or fiberglass floats for corrosion, and take corrective action in accordance with the procedures described in Chapter 6, Corrosion, Inspection & Protection. Chapter 4, Metal Structure, Welding, and Brazing, outlines methods for repairing damage to metal floats of aluminum and aluminum alloy structures. Note: Blind rivets should not be used on floats or amphibian hulls below the water line. In the case of wooden floats, make repairs in accordance with general procedures outlined in Chapter 1, Wood Structure. Repair fiberglass floats in accordance with the manufacturer’s instructions. (1) If small blisters are noticed on the paint, either inside or outside the float, the paint should be removed and the area exam- ined. If corrosion is found, the area should be cleaned thoroughly, and a coat of corrosion- inhibiting material applied. If the corrosion penetrates the metal to an appreciable depth, replace the metal. Special attention should be given to brace wire fittings and water rudder- control systems. (2) If the hull or floats have retractable landing gear, a retraction check should be per- formed along with the other recommendations mentioned for retractable landing-gear sys- tems. Sheet-metal floats should be repaired using approved practices; however, the seams between sections of sheet metal should be wa- terproofed with suitable fabric and sealing compound. A float that has undergone hull re- pairs should be tested by filling it with water and allowing it to stand for at least 24 hours to see if any leaks develop. b. Skis and Ski Installation. Skis should be inspected for general condition of the skis, cables, bungees, and fuselage attachments. If retractable skis are used, checks in accordance with the general practices for retractable gear should be followed. Ski manufacturers usually furnish acceptable repair procedures. It is ad- visable to examine ski installations frequently to keep them maintained in airworthy condi- tion. If shock cord is used to keep the ski run- ner in proper trim, periodically examine to en- sure that the cord has enough elasticity to keep the runner in its required attitude and the cord is not becoming loose or badly frayed. Re- place old or weak shock cords. When other means of restraint are provided, examine for excessive wear and binding, and replace or re- pair as required. Examine the points of cable attachment, both on the ski and the aircraft structure, for bent lugs due to excessive loads that have been imposed while taxiing over rugged terrain or by trying to break loose fro- zen skis. If skis that permit attachment to the wheels and tires are used, maintain proper tire pressure as under-inflated tires may push off the wheels if appreciable side loads are devel- oped in landing or taxiing. c. Repair of Ski Runners. Repair limits are found in the applicable manufacturer’s manual. Fractured wooden ski runners usually require replacement. If a split at the rear end of the runner does not exceed 10 percent of the ski length, it may be repaired by attaching one or more wooden crosspieces across the top of Par 9-9 Page 9-7PDF Image | AFS-640
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