Cockpit floor with the front seats out. The seat tracks are mounted on the seats and bolt into the attach points on the spar, which runs through the cabin. You can easily see the trim wheel, the flap switch, an ash tray, the fuel gauges and selector, the throttle, mixture control, and carb heat knob.
A view of the firewall. The aircraft's battery is in the white box on the left. The cylindrical object just to the right of center is an electric fuel pump (a backup to the mechanical fuel pump on the engine). The gold item near the left top of the firewall is the voltage regulator. The nosestrut hooks into the black tube in the center bottom of the firewall.
A view of the nose strut assembly and the nosewheel. The end of the strut on your left is what hooks into the white bracket surrounding the wheel. A black areodynamic fairing still surrounds the strut.
A closer view of the nosestrut. The spot to the right where the corrosion disappears is where it was clamped to the firewall.
A close up of the area of corrosion on the strut. You can see how the corrosion has actually eaten into the metal. The point where the corroded and non-corroded metal meet has formed a ring of slightly different height you can feel completely around the strut. This induces a stress point at exactly the wrong spot, i.e., at the clamp where the strut takes landing loads. This could result in a failure of the strut, especially if the pilot landed flat. This is solely the result of previous owners (and their mechanics) not following the Grumman checklist during the annual..or deciding to make this task "one they didn't need to do this year". It's costing us about $800 for a new part alone, assuming we can get one. Obviously, the airplane can't fly until we repair this. It could be the "long pole" in determining when we get airborne again.
Here's a picture of our Lycoming O-320 E2G, 4 cylinder, 150 HP engine attached to its recently overhauled McCauley prop. The blue plastic items are baffle seals that help direct cooling airflow.