No pictures today (because I forgot to take them) but a quick note to say that I finished countersinking the inboard top skin / wing walk doublers. This section of the skin is countersunk because there's two layers of .032 aluminum making it a little thick for dimples. The rest of the top inboard and outboard skins are dimpled and that's the next task.
Today I got the 3/8 inch hole reamed in the aft spar thanks to the helping hand of Ashley. Then I got the aft spar riveted onto the ribs. I squeezed most of the rivets but the bottom row of rivets was tough to get to (without a longeron yoke…may need to invest) so I drove those with the gun. In the end, it would have been faster to drive all of them because I wouldn’t have had to mess with new squeezer settings for each different size of rivet. Maybe I’ll do that for the right wing. The third rivet from the top on each rib is left open for attachment of the aileron and flap gap faring.
After getting the spar on the ribs, I started on Section 14 by clecoing the wing walk doublers and the inboard top skin onto the wing. This is done so you can match drill the skins with the doublers and to use the skin to match drill the nutplate rivet attach holes into the rib spar.
I also found where I made a small mistake. It instructs you to dimple all wing ribs LOWER FLANGE back in chapter 12. I dimpled lower and upper flanges. But now on page 14-02, it tells you not to dimple the upper flanges where the wing walk doublers cover the first 4 ribs. This is because the skins are to be machine countersunk in this area. I don’t think this is too big of a deal, I can undimple the few affected holes.
After I clecoed the aft spar to the ribs for test fit, I realized that the middle two holes that mount the 3rd and 4th rib to the aft spar are not lined up with the pre-punched holes in the ribs. 
I posted the question with a couple of pictures on =VAF= and got a response from the factory that I need to drill new holes in the rib using the spar as a guide.
Finished preparing the rear spar doubler plates and aileron brackets this weekend. These parts were then riveted to the rear spar using an assortment of AD4 rivets. The last step that remains before attaching to the wing is to ream the rear spar attachment hole to 3/8 inch. That will have to wait until the reamer I ordered from aircraft spruce comes in this week.
Over the past two days, I finished section 12 of the instructions. I started off by assembling the Flap Brackets on the 3rd and 8th ribs as well as the torque tube bracket on the 1st most inboard rib. I then clecoed all of the ribs back onto the spar and torqued the AN3 bolts to the prescribed 28 inch-lbs. Finally, I riveted the ribs to the spar.
Today I assembled the flap brackets and match drilled the #30 holes. During this I noticed that one of the W-1025A brackets has a fairly deep gouge in it, apparently a product of the drilling operation at the factory. See the picture below
I have sent these pictures to Van’s to ask if this should be polished out or if it needs to be replaced.
Next I mounted the ribs on the spar and match drilled the 30 and 40 sized holes in the rib flanges with the spar. I marked and disassembled the ribs from the spar for priming. I started off using SEM Self Etching Primer but ran out. I then used Nappa 7220 primer which is about 1/3 the cost of SEM but doesn’t go on nearly as smoothly. I may try another brand tomorrow.
Finished up deburring the 40 sized holes on the upper and lower flanges of the wing ribs today. After deburring all of the holes, each one was dimpled. I couldn’t use the DRDT-2 for the dimpling of the ribs so I used the hand squeezer. I mounted it to the workbench so I could hold the rib with one hand and dimple with the other.
So for each of 28 ribs, I have now:
Third day of working on wing Ribs. Lots of deburring and fluting. Below you can see a completed wing rib with the flutes in the flange. These are done to effectively shorten the flange and pull the rib straight. It gets warped by the manufacturing process and this is the method to straighten it.
Additionally, every edge has to be deburred which consists of running either a deburring tool, or a grinding wheel over the edge and then polishing it with a polishing pad. This includes the insides of the lightening holes. 20 completed, 8 to go.
Continued work on page 12-02 today by deburring, straightening and fluting more wing ribs. I’ve finished 10 so far, 18 to go. Priming will come after that.
Started work on Section 12 yesterday. Started by building a fixture on the workbench to hold the Spar upright on the workbenches. Then separated and deburred and primed all of the various W-1029 parts. I then started deburring the wing ribs. This will be followed by fluting to make sure they’re straight.
And just to show how exciting all this work can be… here’s a time lapse