OK, so I thought I would post a little info on why and how I did the float install. My cub is experimental so that gives me some options that are not available to the certified folks. I like clean, simple, and light weight. Some folks have asked, well what if the gear mechanism fails? It seems to me that .......if it fails down (it has over center locking) DON"T land in the water. Find a runway. If it fails retracted, either land in grass, or land in the water and figure it out. Could it fail partial extended? Yes, but it could do that with all the bells and whistles too, or with my "simple" system, it is probably less likely. With the full system there are a LOT of failure points.
This is all the stuff that normally goes in the Cub for the Amphib floats. Weight around 17 pounds. Electric motor drives a hydraulic pump with a reservoir, lots of limit switches, relays, check valves, pressure relief valves, and a manual back up pump system. It also includes a gear indication system with lots of micro switches and also a gear warning system as well. It is quite sophisticated and works well. But it is pretty complicated.
I tend to go for the light and simple.
So I am going to have a manual pump, valve, and reservoir. And thats all. There will be no back up. If it fails (there is not much to fail) then I will have to land accordingly. Also, I can't envision a situation where I would want to raise and lower the gear more than once per flight. I don't see myself doing a touch and go on the water, then one on land, then back to the water, then back to land etc. You take off, raise the gear, go play in the water, come back, put the gear down and land. So I will manually pump the gear up and down, probably once per flight.
The back up (manual) pump that comes with the Wip float system takes about 100 strokes to raise or lower the gear. That is too many for a primary system. Fine as a back up but not for every flight.
At the bottom of the photo is the Parker 914 series pump. It takes 25/22 strokes to raise and extend the gear. Above that is the new Parker 910 series. It takes 13/15 strokes to raise and extend the gear. It is about 18 ounces heavier than the 914 series and a little fatter. You can find these on EBay (sometimes) for between 100 and 200 dollars. New they run about 800 dollars.
This is looking at the front of the seat. The pump is mounted near/on the right front seat leg. The stick is in full deflection and you can see that there is no interference. The pump does have a removable handle. This caused a lot of concern in the Cub community. It has not been a problem so far. If I drop the handle and can't reach it.....well go back to land or water (whatever the gear was last positioned for), land and retrieve the handle. This is not a Boeing-747, I am not flying commercial, or combat. It is NOT that big of a deal.
There are only three parts to my system. A pump - Parker 910, a valve - Whitey 40 Series 1/8"FNPT 1 piece 4 way ball valve SS-43YF2.
and a reservoir - Canton Racing Products #80-207 Racer Catch Tank. Thats all!! No relays, no over pressure valves, no micro switches, no electric pumps, no gear indicating or warning system. Look out the window and SEE where the gear is. Keep it simple. This photo also shows the removable handle.
I have about 60 hours on this system so far, and lots of cycles due to testing and demo flights and it works simple and effective. It takes about 13 strokes to raise the gear and 15 to lower it. There is no speed difference, gear up or down, so no rush to position the gear. Get settled down at cruise, reposition the gear when it is safe and comfortable. Then CHECK IT TEN FRIGGING TIMES!!! I know .....I'm very sensitive to the possibility of landing in water with the gear down. BAD, BAD, BAD. I have some knowledge of this.
So a little info. Hope it helps