I started off today by pulling my unconventional wire and string off the inboard wing CAMLOC flanges that secured the respective carbon fiber closeout tabs in place.  BTW, these CF tabs are 0.03″ thick and weigh about a gram apiece.

I then spent a good 1.5 hours cutting 2 plies of BID for the inside layup on each side, and a ply of BID for both aft outside corners as well.  Plus of course the associate peel ply for these layups.  I then prepregged the inside layup BID plies.

Sorry for the not great pic of the inside 2-ply BID layup on the left side, after I filleted the corners with micro (vs flox for weight) [pic 1].   And the 1-ply layup on the aft side after adding a fillet in the corner (pic 2).  I then peel plied the layups and left them to cure.

And repeated the process on the right side.  Inside layup (pic 1) and aft outside layup (pic 2).

I then pulled the peel ply off the firewall threaded ground stud insert and tested out how the ground bolt would thread in/stick out the firewall and how the ground strap flows around the main fuel feed line to the firewall ground stud.  I’m very pleased with this mod and think it will make any engine removal or ground strap work much easier.

And it was now time to tackle the EGT and CHT wires coming from the P10 firewall engine sensor data connector (pic 1).  I wrangled all the wire pairs and got them somewhat organized (pic 2).

I then routed the EGT/CHT wire pairs down the right inside of the engine mount and secured them in an Adel clamp.

Instead of routing both sides’ EGT and CHT wires around the front of the engine, I’m taking the left side wires straight across the lower aft of the engine to the right side, then running all the EGT and CHT wires out the front right of the engine to the P10 CPC plug. I’m doing this in part to keep the EGT and CHT wires away from the bottom unshielded P-Mag spark plug wires, thus anywhere they do come in the vicinity of spark wires they cross perpendicularly as close to 90° as possible… all to mitigate EMF noise.

It may be a bit difficult to see, but here is the left front EGT cable attached to the cylinder #3 oil return tube with Adel clamps.

Here we have all the left side EGT and CHT wires meeting at the aft left corner of the oil sump where they are secured by the corner sump bolt.  Since this is an AN4 bolt I had to drill out the Adel clamp mounting holes to 1/4″.  In addition, I chucked the old star washer and installed a fresh one and torqued the nut back to its original 96 in-lbs.

Again, if you look closely I did the same thing on the oil sump bolt just to the right of the crankcase centerline where I added an Adel clamp to secure the left side EGT and CHT wires.

It was getting fairly late so I called it a night.  Tomorrow I plan on wrangling the right side EGT and CHT wires AFTER I get the new crankcase vent tube bent and installed (the tube bender is supposed to be delivered tomorrow).  Of course there’s a myriad more tasks to do on this engine install, but I’m nugging my way through them!