I think I see what Jason wants to do. The welded tabs on the nose gear leg don't allow for any alignment adjustment, so I was content to clamp the fairing in place and drill through to the mounting holes you can see through the fiberglass. There is a possibility of locking in a certain trailing edge wave if the part is not straight during the process. I don't recall for certain, but I believe I had the piano hinge sections mounted at the trailing edge by the time I did the drilling to the mounting tabs, which pretty much sets the waviness or lack thereof into place, so be careful to drill and cleo the TE's of the fairing and hinges to a flat bench top as the hinges are mounted.
Another consideration, not cosmetic like this one but aerodynamic, is the actual alignment of the fairing to the slipstream. It would take some creative shimming to adjust this much differently than the factory set of the mounting tabs dictates, but it could be at least attempted. Just like the inboard portions of the main gear legs, the upper nose gear leg is very much in the spiraling slipstream of the prop wash, so whatever the actual angle of slipstream there to the line of flight might be, it is not zero. Lowest drag should be with the fairing aligned somewhat to the right of the airplane's flight vector/longitudinal roll axis. The question is: how much angle to allow for the spiral slipstream effect at level cruise conditions. I would suggest that this is an experimentally derived value, and if we aren't tufting, we really don't know. I imagine every leg fairing installation could stand to be better optimized in this way - but I for one have not bothered to try it.