You're welcome...Delete the load release springs. They were originally installed from the factory to prevent centrifugal apply at high rpm however it was never a problem in stock applications, especially after GM enhanced the bleed-off capsule design in the drum starting in late '84. Keep clearance to around .050 (.052 is perfectly fine). If you end up with .030-.035 then reinstall the load release springs (you can remove one spring from each assembly if you want).
Update the pistons and purchase the updated return spring assembly.
I throw the aluminum ones in the scrap bin for the recycling yard. GM moved to that design for longevity and reliability (and to drive down warranty claims associated w/the forward piston cracking), starting with the 3-4 piston in '93 and to the other two in '97+.
Make sure you replace the input sprag clutch as well with a Borg Warner 29 element unit. Use some 400 grit sand paper to work over the inner diameter of the outer race so that you can reintroduce cross hatching which gives the new sprag a nice surface to "bite" into when it holds.
One last thing - Pressure test your drum to validate there's no leaks at the input shaft-drum junction in any of the feed circuits (forward, 3-4 and coast clutch). Do this when your forward drum is fully assembled but before you install the sealing rings on the turbine shaft.
I show this process starting at 1:25:00 of my
700R4 tear down and inspection video.
What happened to the transmission that required it to be rebuilt (i.e. what failed)?