MAINTENANCE

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Below are links to various maintenance items. The Republic Service bulletins are here in their entirity. If you see anything (or have anything) we can add to this page for other Seabee owner's, please e-mail us and let us know. We will be glad to add it if we can.

Some files below require Adobe Acrobat Reader®. Get it here!
All publications below are to be used at the owner / operators' own risk. The IRSOC takes no responsibility for the acuracy of the listed documents. Be sure to check with a licensed aircraft mechanic or the FAA/CAA for the most up-to-date information. 
"What maintenance can I do, as a pilot/owner, without having an A&P?"
Find out here! Although an A&P license (United States) is required to do the 'major' stuff, there are some things (32 to be exact) we as pilot/owners can
do to save on maintenance costs. There are sample logbook entries included as well as an FAA Advisory Circular to provide needed information.
The guidance of a qualified A&P is strongly recommended (at least the first few times) for each of these until you get the hang of it.
 
DO NOT ATTEMPT THESE THIRTY TWO (32) ITEMS IF:
1-YOU DON"T KNOW WHAT YOU ARE DOING AND
2- IF YOU DON'T HAVE THE PROPER MANUALS AND/OR PROCEDURES!!  

Airframe

Republic Aviation Service Bulletins and Service News

Republic Seabee Parts List - Original (2.13 MB)

Republic Seabee Lubrication Chart - Published by Esso Oil Co. Circa 1947 (650 KB)

Electrol Hydraulic Pump Manual - Electrol Incorporated, Kingston, NY (156 KB)

Hydraulic Servicing - Reprinted from Aviation Magazine, September 1946 (1.3 MB)

O Ring List - Old O-Ring list by George Mojonnier. May not be accurate for your airplane, but good to have anyway.

Fuel Cell Refurbishing - Original document from Republic-? (58 KB)

Aging Aircraft Practices - Good for keeping our Seabee's young! September 2003-Endorsed by the AOPA, EAA, AAA and FAA (424 KB)

FAA Approved Type Certificate Data Sheet for RC-3 - Sky Enterprises, Inc. (17 KB)

Seabee Cable List - Thanks to Frank Scully at Beechurst Industries (136 KB)

Engines

ALL:

Tips for Engine Care - Although produced by Continental (TCM) and written by various authors in the 1960's, the information is still valid today
and is a plethera of information for your engine! (1.4 MB)

Engine Conversions - Steinar Saevdal's website has most, if not all, engine conversions made to the Seabee! Nice work, Steinar.

Teledyne Continental  Motors Service Bulletins use this link for any Bendix Service Bulletin. Specifically,
Ignition Switches and Magnetos. You must register but it's worth it!

Eisemann Magneto Manual - Eisemann overhaul manual courtesy of member G. Tustison. Thanks G!


FRANKLIN:

Franklin Overhaul Manual - Aircooled Motors, Syracuse, NY (1.4 MB)

Franklin Engine FAA Approved Type Certificate Data Sheet - FAA Type Certificate Number E-242 (PDF file - 18 KB)

Franklin Service Bulletins - Courtesy of Don Jones. Thanks Don!

Marvel-Schebler MA-4-5 and MA-4-5AA Carburetor Overhaul Manual - for Franklin -B8F and -B9F (PDF file - 1.2 MB)

LYCOMING:

Texron Lycoming Service Bulletins, Letters and Instructions Although not a complete list, some are applicable
to our Lycoming Engines.

See the Service Bulletins, Letters and Instructions Index (1.1 MB), Engine Applicability Chart (Page 36) for your engine.
Texron Lycoming GO-480 FAA Approved Type Certificate Data Sheet - FAA Type Certificate Number E-275 (PDF file - 32 KB)

Order Lycoming Manuals - Order Form (PDF file - 62 KB)

Propeller

Hartzell Propeller (HC-A3(M)V) Three blade FAA Type Certificate Data Sheet - FAA Type Certificate Number P6EA (PDF file - 69 KB)

Hartzell Service Letter 214 for new Beta Rod Retainer Rings for Seabee Props! (Not required, but interesting)
Other Service Letters and Bulletins for Hartzell Propellers are available on their website here.

AD's, STC's, FAA, 337's and Purchase Manuals!

Airworthiness Directives - Search (FAA)

Airworthiness Directives - Airframe (FAA)

Airworthiness Directives - Engines, Propeller and Appliances (FAA)

Buy your Manuals! Essco Aircraft Manuals and Supplies

Manuals on CD! Check it out here (by Steve Mestler)

Get all known records (STC's, etc.) for your airplane from the FAA! $5.00 per airplane on CD!

Known Seabee STC's or Search for an STC

All known 337 forms for the Republic Seabee - (By Jim Poel) Click here!

NEW! Standardized Procedures for Requesting Field Approvals under AC43-210 - (Thanks, Robert St-Louis)



(Ed. Note: This e-mail was received by the Seabee Yahoo newsgroup and I felt it was important enough to post here. Please chek your linkages! Steve for the IRSOC)
The clevis on the gear piston doesn't last forever. Check your clevis (mine was original). Not only does your gear not operate, it punches a jagged hole in the rear bulkhead about ½".

Guess what happens next? Yes, you guessed it. A hole wears into your fuel cell in approximately 2 years. This is the fourth time I have heard of this. I'm sure there have been many more, just not
reported.

Note: I'm not talking about over center lock.

Make a note, for those who need gear box work, on Lyc 480's try Jaars in North Carolina
(704) 843-6300. (Paul or Tim) cost approx. $1200.00?

George Papich



Bridge Stand
by Steve Mestler
Have you ever needed to work on the engine or propeller and tired of using an unstable ladder or standing on the Seabee hull? Try making a New and improved Bridge Stand! Inspired by Service News No. 4, page 4, I went to work to design a more up-to-date Bridge Stand for the Seabee. Using 'Architectual Aluminum' (1/8" wall) the stand is very solid and will easily support two men on the steps. I have had the propeller resting on top with two men on the steps! It is easily removable in one piece as opposed to the three piece Republic Bridge Stand. It weighs about 25 pounds!

Wheels were added to one side of the Bridge to facilitate removal before flight. 1/2" plywood was used as a top and secured with self tapping screws. Handles were added for rotating the stand up and over the Seabee deck. Foam pipe insulation was used on ALL interior parts of the bridge that would be a potential 'scratch maker'. The steps are reinforced with aluminum angle under each end of each step and two rubber bumpers are on the bottom of each leg. 

The photographs below illustrate the geometry of the Bridge Stand. Here are the drawing and building notes. E-mail Steve if you have any questions.
Bridge Stand Bridge Stand



Form 337 DATA BASE

Owner-Member, Jim Poel, has volunteered to undertake the difficult task of forming a data base of existing 337s (FAA field approved modifications for the RC-3.) If you know of or have a 337 in your possession will you please contact Jim by email. These will eventually be posted on this website, so your help is essential. Thank you!

PLEASE HELP WITH THIS IMPORTANT TASK!




JIM POEL'S ALUMINUM RECLINING SEATS

Poel Bed  

JIM POEL writes:
Here is a picture of my new seats. The recline position is achieved by moving the front seat all the way forward, reaching behind the front seat back and squeezing 2 pins that retract the 5/16 rods that sit in the hooked frame. It's hard to picture.
   The good news about these seats is that they are aluminum, not steel, saving over 11 pounds of weight. I also had my back cushions reduced from 4" deep to 1" deep. This allows more leg room and saves another 5 lbs. The seats are Republic parts and the pin mechanism change was Jim's idea He will be glad to help anyone with this modification. Contact Jim at hjpoel@aol.com.




HENRY RUZAKOWSKI ON FRANKLIN SOLUTIONS, ETC.

  I am not a big proponent of the Franklin engine, that is why, 20 years ago, along with my father at the time we did the first of the Daubenspeck conversions using the Lycoming GO-480 engine. In 1982 we did the Simuflight conversion on our Seabee and have been happy ever since. But, back to the Franklin engine. Richie Brumm is the gentleman who is rebuilding the Franklin's out in Long Island, NY. Richie is a personal friend of mine and has spent many many years working on the problems of the Franklin engine.
  A few years ago, he assembled the first of his engines and as of this past summer, has turned over 1000 hours of continuous operation on his Franklin engine. At present, he has 12 engines in the shop being overhauled at this time. There are a couple of his engines out there, of which I have flown one of them. I was completely surprised as to the quietness of the engine.We took of the headsets after takeoff and it was remarkable at the lack of engine noise, and for the record, I was flying in the loudest (Lack of insulation) of Seabees with Riches engine. The performance was better than I had expected and it actually wanted to fly before I was ready, and had to pull the stick back to start the climb. It did get my attention.
  Now, by no means is it a Super Bee, you load it down and it will be a water lover for a while again, but I'd be willing to bet that it is putting out close to the 215 HP it was supposed to. The modifications are extensive, but you have a product that is (and I hate to say it) reliable.
I fly only Super Bee's, and a Seabee with Richies engine is an exception to my rule, I'd have no second thoughts flying one of his engines. And a gross weight increase on the Franklin, well, we don't even want to go there. But for the record, a Seabee with the Franklin will more than likely have a higher useful load than a converted Seabee, this is due to the aft CG of the basic installation and the addition of ballast, and in a Super Bee you generally put quite a bit of "toys" in the aircraft. You should see some of the mods that Ken Thompson puts in on his Seabees for owners, and I am still waiting for him to install the kitchen sink yet...




Question: PROPELLOR CAVEAT  Bill Krause writes "John, what is the propellor on a Seabee made from? Is it wood covered with plastic or some kind of composite?"
Answer: HENRY (Mr.Seabee) RUZAKOWSKI ANSWERS  "Bill, The original Seabee prop was made of Micarta. Kind of like today's Phenolic. You did not mention the stainless steel leading edge that was flush riveted to the prop. I do not believe that this prop is legal today. I do know of one flying three or four years ago. I know I wouldn't get into a Seabee with one on it. It had a bad record of slinging blades, this happened on more than one occasion.
   Bebe Rebozo (Pres. Nixon's Florida banker) had a Seabee with that prop on it and could not pass the annual inspection, so he borrowed a three-bladed prop from a friend and got the Bee annualled. As expected, he swapped back to the old prop. A couple of months later he "threw" a blade and crashed in Biscayne Bay near the Nixon Compound. He spent the next eight months in the hospital.
MORAL: It is a great prop to hang on your wall, as my father did, in his home in the Keys."




LEAKY MAIN GEAR STRUTS?

Contact Bruce Hinds at brewster@wavecable.com. He tells of success sealing with Green Leaf Seals and an additive used by Convair.
Worth looking into.




STC FOR SEABEE ENGINE CONVERSION
   
Bruce Hinds writes: "I believe the STC for the conversion to the Continental IO-540 (300 HP) is held by Randy Komko A/P of Yelm, Wa.
TEL: (360) 458-7715   Mobile Tel: (253) 229-7219




HARTZELL PROP PROBLEM

From: "Kenair"
To: "John Hooper"
Subject: Hartzell Props
Date: Fri, 26 Mar 1999 18:34:06

John,

  We have found a problem with the Hartzell (TRW) HC A3V20-3L prop that's used on the Lycoming Seabee conversions. We received a brand spanking new one for Dr. Davies plane. Then Hartzell tells us that it needs an AD complied with. Sent to shop with Hartzell picking up the tab. (How about that?) When it came back and mounted on the aircraft Ken discovered that guide lugs looked funny. It looked like they were installed upside down. Called prop shop. They did it IAW with the book. Called Hartzell. They said it is suppose to be that way. FAA was by and we showed it to them. The inspector agreed with us but the book is the book right? I don't care what the book says, I know dumb when I see it. We checked the lugs on George Papich's Bee and guess what? Getting ready to fail. Joe McHugh put us on to A C Propeller in Seattle and they are aware of the problem. I guess they know what is dumb too and have ways of dealing with it. Contact Mike for details. If the lugs (part # 3067-2) (might be a superseded #) fail, propeller control is lost. Thought you might pass the word. After all, there is enough to be fixing on Bee's without Hartzell's help.

Doug Kenair
Editor's Note: Even though this message is quite old, it may save someone from the problem listed above. (There are plenty of Hartzell props out there!) If anyone can shed some light on this subject, please e-mail us. I have a Hartzell propeller (as do many of you) and have not noticed the above problem and I know that Hartzell has come out with a new Propeller Owner's Manual (Manual 168) as of July 2001 that may have solved the problem.    Steve

Another HARTZELL PROP PROBLEM...

(Ed note: I received these e-mails a few months back and felt it was important enough to post as others may find this information useful. Check your reverse mechanism including the return spring especially on the Franklin / Hartzell combination. Capt. Dick Saunders mentions this spring MANY times in his newsletters. Check them here!)

George Papich wrote:

"I have had periodic problems with what I thought was my Hartzel propeller this year. It worked wonderfully on climb, but my $26K prop would go crazy when going to cruise. It fluctuated between climb and cruise during level flight making the ride exciting to say the least.
I talked to both Hartzel and Seabee gurus to no avail. Their thoughts ranged from adjustments, the governor troubles, fuel injection, and carbon block problems.

At the Clear Lake fly-in Sept 2003, the problem reared its ugly head once again. Fortunately an old friend, Randy Komko, was there with one of his beautiful new 350HP Lycoming conversions.
Long story short, Randy looked at all adjustments.  At first everything was perfect.  Then he made me get into the plane and work the controls.  During the run through he asked me to try the reverse again.  I hadn't even touched those controls and told him so. Interesting. The reverse lockout was moving about 1/4 inch.  The lockout hole was elongated about 1/8 inch in forward and 1/8 inch back.  This is not located at the reverse control but back in the cabin reverse lever.  Over the years the lockout hole had worn out .040 of the aluminum lockout pin.
I now have a steel insert with a new machine pin. It has zero movement.

In retrospect, the propeller worked perfectly as Randy explained. What was happening was the governor was shutting down. The Hartzel prop was saving my bacon. Instead of going to reverse or cruise, the prop was saying by itself to go back to a much safer climb pitch.

I have from Randy, a copy of Hartzel propeller operation and adjustments. If anyone has a SeaBee, you should have this information. (I'll forward on a copy if you'd like it). I've asked Randy and you can also contact him at Transition Aircraft:" 

Randy Komko
Transition Aircraft
P.O. Box 285
McKenna, WA 98558 

George Papich
papmar@mindspring.com
SeaBee 6325K



Bill Shaver wrote:
George - I had a similar problem when we started flying our bee last year after a restoration.  The bracket that secures the reverse cable to the prop housing was too short and would not allow the reverse control valve to come all the way out of reverse.  No serious incidents but we felt very fortunate when found the problem.  Thanks for sharing your story...
 
Bill Shaver
Huntsville, Alabama
N6072K.























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Updated January 19, 2008