It's fresh water - I can't see why not. It's just a case of somewhere hot and dry for long enough.
I've seen seaplane manuals that recommend following a capsize, turn it around, haul it out, dry it out, and go back to flying after some reasonably straightforward safety checks.
Not to mention the massive water ingress I've seen in numerous club spamcans in the UK, somehow without their turning into deathtraps.
G
The airframe might take to the skies again - but what are the chances the engine can still serve? It has been soaked with water, perhaps imbibed some while still running..? I should think at least it must be taken apart for inspection?
In the farther north, there are certainly ice runways out of necessity - there just are no roads. In some cases, the ice runways support the construction of seasonal ice roads, particularly with flying in construction equipment, and fuel. I friend cut a Cat D3 bulldozer into three sections, flew each section into an ice runway in three flights, plus more for fuel and added equipment. In the spring, he welded the Cat back together, and used it to build his year 'round earth runway. I doubt he brought the dozer back!
The 150 was surprisingly undamaged. the engine wings and tail all came off for ground transport to a nearby maintenance shop. Pending confirming structural inspection, the airframe should be fine. The dent in the cowl popped out. I have the divers chainsaw a wide "channel" in the ice, so that as we floated it in to shore, the tail had an unobstructed path in the water. I walked the wingtip into prevent any wing damage.
The engine will be inspected for a prop strike, though it was a minor one (the ice was mushy - there was no propeller damage). Hot immersion is what it is - not good, but done now! For flipped over hot immersion floatplanes, one we right and refloat them, if we can get the mags off and dried out, and change the engine oil (draining any water out of the engine) we'll run the engine that day. Several times we've had a floatplane with the wings bent right back outboard of the struts, running on shore, just to circulate warm oil in the engine, and boil off any other water in there that we can. Once, a recovery person flipped a C206 floatplane upright, dried it out, ran the engine, and accidentally flew it out that day for proper repairs. Transport Canada was not pleased with that!
The instruments don't take all of this so well. If they are stored in the fresh water, and make it to the instrument shop right away, they can usually be saved. Alternatively, if disassembled, dried out and preserved, they are usually okay. If they are ignored, they're scrap within a day or two. Avionics fare even less well. Usually, we don't equip "bush" planes with much more avionics than needed, for this reason.
This 150 will be flying this spring on floats. He and I go water flying together occasionally, with "who can get off the water the fastest" challenges. If I remember, I'll close this thread with a photo of it floating properly!
