The session begins with the bending of the tab of the vertical side that will later be riveted to the inlet ramp. No problems here except for the blurred picture.



Then I have to fabricate two small conical gussets for the exterior corners of the inlets; I begin by making a paper template.



And the result after almost one hour, the template was not very accurate and getting the shape is not very easy.



And the part for the other inlet, fabricated in a bit less time.



Then I installed the forward certical baffles and the small angles. The picture shows the problem I then discovered. There is a gap between the baffle and the cowl (in front of the small angle). To get the baffle in position I had to fabricate new angles on both sides.

Today I tackled the inlet ramps, the baffels are way to long and need to be bent to allow the lower cowl to be reinstalled.
All begin with the cutting along a guess line.



This is a view taken from the rear, the baffle is only tangent to the inlet towards the center, a bend will correct this.



The picture shows the diagonal bend (next picture is better) that lifts the outer corner of the ramp.
The vertical baffle also has to be shortened and bent to be tangent to the outer conner of the inlet.



This is the left side. A the idea was to progress slowly towards the final result so as to be on the safe side and not cut the parts too short, a lot of installations and removings where needed to get to this point.



This little bracket had to be fabricated for the left ramp.



After priming of the hidden parts, the ramps where riveted and reinstalled. Next job will be to drill and rivet the veritcal baffles to the ramps.

While wainting for the proseal to dry, I begin the installations on the engine. First an non event, the hanging of the alternator. All the parts fit right out of the box. I still have to safety wire the bolts and install the belt properly.



Then I reinstall all the baffling. There is some cutting and tweaking ahead. This is the rear bracket, with one of the injection lines.



And the engine with all the baffles installed.



To end the working session, I decided to fabricate the baffles lower connecting rods. A task not as easy as anticipated. One has just to cut, bend and thread some stainless steel pins. The picture shows two of the four rods. The threading was somewhat difficult and it weakened the lower ro enough that when I tried to get a better bend radius the rod just broke. A new order for Vans lies in the future.

The lateral hinges will get riveted today, as I stillhave some proseal left over I'll use it as it's a very good adhesive. So the dreaded black stuff is back.
It takes quite some time as all the extra holes have to be filled.
A view from inside.



And a more pleasing view from outside.

Before enlarging the holes for the camlocks, I first drill holes along the firewall and into the camlock strips that will allow the cowls to be clecoed to the fuselage,. The camlock holes will be too large to be used to hold the cowl tight as I don't want to install the camlocks now.
The extra holes will be filled during the finishing.
This is the center support strip with the silver clecoes in the extra holes and the camlock holes enlarged to the need size for the cowl side.



Here one of the screws (temporarily) in place.



The holes in the strips are the drilled too a larger diameter. On the left before drilling with the template in place, in the center after drilling and on the right with the receptacle in place.



The receptacles are riveted with countersunk rivets, so the strips have to be countersunk.


The same has to be done on the strips for the lower cowl. Some less work as the strips are straight.
On the picture you can see the three extra holes and the size difference of the holes in the strip and in the cowl.