88-01-04 MCDONNELL DOUGLAS: Amendment 39-5811. Applies to McDonnell Douglas Model DC-9-10 through -50 and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and possible structural failure of the wing rear spar upper and lower tee caps, accomplish the following: \n\n\tA.\tInspect the right and left-hand wing rear spar lower caps in the area of the No. 2 flap hinge attachment bracket at wing station XRS=164.00, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-146, Revision 1, dated April 13, 1984 (hereinafter referred to as ASB 57-146), or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tFor airplanes with 60,000 or more landings on the effective date of this AD, accomplish the inspection in accordance with ASB 57-146 within the next 300 landings, unless already accomplished within the last 2,000 landings. \n\n\t\t2.\tFor airplanes with less than 60,000 landings and more than 34,999 landings on the effective date of this AD, unless already accomplished within the last 2,000 landings, inspect in accordance with ASB 57-146, in accordance with the following initial inspection schedule: \n\n\nAccumulated Landings\n\tInitial Inspection \n35,000 - 44,999\n2,000 landings\n45,000 - 54,999\n1,000 landings\n 55,000 - 59,999\t\n 500 landings\n\n\t\t3.\tFor airplanes with less than 35,000 landings on the effective date of this AD, inspect in accordance with ASB 57-146 prior to the accumulation of 37,000 landings. \n\n\tB.\tIf cracks are found in the rear spar lower cap, before further flight accomplish visual and dye penetrant inspections for cracks in the rear spar upper cap, in accordance with ASB 57-146. \n\n\tC.\tIf no cracks are found, repeat the inspections required by paragraph A., above, as applicable, at intervals not to exceed 4,000 landings until such timeas the preventative modification is accomplished in accordance with paragraph F., below. \n\n\tD.\tIf cracks in either the upper or lower spar caps have progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish the permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change or later FAA-approved service rework drawings. \n\n\tE.\tIf cracks in either the upper or lower spar caps have not progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish one of the following: \n\n\t\t1.\tThe permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change, or later FAA-approved service rework drawings contained in ASB 57-146; or \n\n\t\t2.\tThe temporary repair of the spar caps, identified in ASB 57-146 as J060271 "A" Change or later FAA-approved service rework drawing. \n\n\t\t\ta.\tSubsequent to the accomplishment of the temporary repair of the spar caps, perform visual inspections of the spar caps at intervals not to exceed 1,500 landings, and perform eddy current inspections of the spar caps at intervals not to exceed 3,000 landings, in accordance with ASB 57-146, until such time as the crack preventative modification described in paragraph F., below, is accomplished. \n\n\t\t\tb.\tIf crack progression in either the upper or lower spar caps are identified during repetitive inspections, repair within 3,000 additional landings in accordance with ASB 57-146. \n\n\t\t\tc.\tIf new crack(s) are found in the rear spar, wing panel (skin), and/or temporary repair angles or doublers on airplanes with a temporary repair incorporated, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tAccomplishment of crackpreventative modification in accordance with McDonnell Douglas DC-9 Service Bulletin 57-146, dated May 18, 1987, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for this AD. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tI.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment 39-5811 supersedes AD 81-13-02, Amendment 39-3146. \n\n\tThis Amendment 39-5811 becomes effective February 16, 1988.