November 9-16: After clecoing in the 905 nose ribs, I riveted them into place. Then the completed front spar/interspar assembly was put into place and clecoed in. Skipping every other hole, I still managed to run out of silver 3/32″ clecoes. I ended up working from one side to the other, moving clecoes to the other side as I completed a section.
Once things were clecoed into place, I began riveting the skins to the flanges of the rear spar, then riveting the skins to the interspar ribs up to the stringers. Then the skin was riveted to the stringers on each side, then the remaining ribs were riveted to the skins. I used the tungsten bucking bar and flush set on the rivets that I couldn’t reach with the squeezer.
I had to drill out a couple of rivets whose shop heads were overdriven and flattened out. And looking back, I should have started riveting the skin on the bottom side of the HS, as the first part of the rivets set resulted in some skin “lumpiness” that I’m not too pleased with. The second side turned out better once I had more practice.
I did finally get in contact with my assigned MD-RA inspector, who informed me that every rivet must be visible in response to my question of how far could I assemble. So again, I will leave the rear spar clecoed into place, and the two inboard HS-905 nose ribs will be left out to allow a clear view of rivets in the front of the horizontal stab. So for now, I’ve put the partially completed assembly on the shelf, but will finish the front spar to nose rib blind rivets once I pick up my swivel nose rivet puller I ordered from Aircraft Tool. There is simply no room for a regular rivet puller when trying to pull those dozen rivets.
Update: After checking in with the Flight Chops RV-14 build here at the CH2A hangar, and recalling what my inspector told me, I decided to finish riveting in the rear spar into the HS. The rule is that every rivet needs to be visible. With the lightening holes in the rear spar, you are able to see all the rivets.