AD 67-13-02

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AD Number:
67-13-02
Document Type:
AD Final Rules
Docket Number:
Unknown
Subject Heading:
Airworthiness Directives; MCDONNELL DOUGLAS DC-6 and DC-7 Series Airplanes
Subject:
Operating Limitations
Status:
Current
Citation:
This information is not available.
Citation Publish Date:
Effective Date:
12/01/1978
Make:
The Boeing Company
Model:
DC-6 | DC-6A | DC-6B | DC-7 | DC-7B | DC-7C | Navy R6D-1 | Navy R6D-1Z | USAF C-118A
Product Type:
Aircraft
Product Subtype:
Large Airplane
Affected AD:
Superseded AD:
Affected By:
Superseded By:
Service/Office:
Office of Primary Responsibility:
CFR Part Reference:
Part 39
Comments:
AIRWORTHINESS DIRECTIVES FINAL RULES: 67-13-02
CITATION:   This information is not available.

PAGE NUMBER:  

DOCKET NUMBER:   Unknown

AMENDMENT:   39-3352

AD NUMBER:   67-13-02

SUBJECT HEADING:   Airworthiness Directives; MCDONNELL DOUGLAS DC-6 and DC-7 Series Airplanes

ACTION:  

SUMMARY:  

DATES:   Effective December 1, 1978

ADDRESSES:  

FOR FURTHER INFORMATION CONTACT:  

SUPPLEMENTARY INFORMATION:  

REGULATORY TEXT:  
67-13-02 MCDONNELL DOUGLAS: Amdt. 39-592 as amended by amendment 39-3352. Applies to Models DC-6 and DC-7 Series Airplanes Including Military Models.

Amendment 39-402 (32 F.R. 6343), AD 67-13-02, is revised.

(a) Before further flight, except as provided in (e) and (f) of this AD, install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at any cabin pressure differential. For purposes of complying with this AD, the structural configuration of the airplane, physical determination of condition of the structure, and the method of repair or replacement of affected parts, shall be determined in accordance with (b) through (d).

(b) The structural configuration of the airplane shall be determined as follows:

(1) CONFIGURATION I.

(2) DC-6 and DC-7 Series airplanes with fuselage numbers 794 and higher including those DC-6B, DC-7B, and DC-7C airplanes with these fuselage numbers that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage.

(ii) Model DC-6 and DC-6A airplanes with fuselage numbers 1 through 768 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-6 Service Bulletin No. 616 (R.H side only), No. 617 (Part II), No. 622, and No. 636 (Part III).

(iii) Model DC-6B airplanes with fuselage numbers 174 through 786 that have been manufactured or modified in service, or both to incorporate either the modification and replacement provisions of Douglas Service Bulletin No. 616 (R.H. side only), No. 617 (Part II), No. 622, No. 636 (Part III), and No. 731 (Part III), or the modification and replacement provisions of Douglas Service Bulletin No. 815 (comprising essentially the same information specified in the other Douglas Service Bulletins referred to in this subdivision). Model DC-6B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-6B airplanes described in this subdivision do not include those airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate.

(iv) Model DC-7 and DC-7B airplanes with fuselage numbers 350 through 791 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90, No. 182 (Part III), and No. 218 (Parts I, III, IV, V, and VI). Model DC-7B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage.

(v) Model DC-7C airplanes with fuselage numbers 656 through 792 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90 and No. 275. Model DC-7C airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-7C airplanes described in this subdivision do not include those airplanes that have been modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate.

(2) CONFIGURATION II.

DC-6 and DC-7 Series airplanes other than the Configuration I airplanes specified in subparagraphs (1) (i-v) of this paragraph. This includes those DC-6B, DC-7B, and DC-7C airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data but do not incorporate a large cargo door on the forward L.H. side of the fuselage. This also includes those DC-6B and DC-7C airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate.

NOTE: For purposes of complying with this AD, for an airplane to be considered a configuration I airplane under (b)(1) (iv):

(1) All Douglas Service Bulletins described in the pertinent subdivision must have been complied with:

(2) The accomplishment of a repair in accordance with a specified Douglas Service Bulletin, without having accomplished the modification and replacement of parts in accordance with that same service bulletin is not considered compliance with that service bulletin; and

(3) Structural components previously replaced or repaired or both in a manner other than that specified in (d) of this AD must now be reworked in accordance with that paragraph.

(c) The physical determination of condition of the structure of DC-6 and DC-7 Series airplanes shall be determined as follows:

(1) INTERNAL INSPECTION.

An Internal Inspection shall consist of a close visual inspection of all exposed fuselage structure on the R.H. side of the fuselage in the area of the crew door, including an inspection of the fuselage frame, skin and longerons, nose-to-fuselage attach angles, door jamb, and skin attachments in that area. The area to be inspected shall include that area extending from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door opening and from 12 inches below to 12 inches above the door opening. To accomplish this inspection all internal repair doublers, lining, and insulation must be removed, and all visible sealant and paint must be stripped off. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique.

(2) EXTERNAL INSPECTION.

An External Inspection shall consist of a close visual inspection of all exposed external portions of the crew door jamb and all of the adjacent fuselage skin from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door and from 12 inches below to 12 inches above the door opening. To accomplish this inspection, all external repair doublers that have been installed on the door jambs and the fuselage skin, and the crew door scuff plate must be removed. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique.

(d) METHOD OF REPAIR OR REPLACEMENT OF AFFECTED PART. Any structural component that exhibits evidence of corrosion damage, cracking, or fracture, must be replaced with a new part or repaired in accordance with the applicable Douglas Service Bulletin specified in (b) of this AD or replaced or repaired in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region.

(e) Configuration I and Configuration II airplanes that have completed both an Internal Inspection and an External Inspection or both an Inspection A and an Inspection B (specified in (b)(1) and (2) of AD 67-07-04) and have accomplished the repair or replacement of structural components as necessary in accordance with (d) of this AD may be operated at a pressure differential up to the normal maximum permissible pressure differential (4.16 or 5.46 p.s.i.) for the particular airplane type. When operation at any cabin pressure differential has initially been resumed under this paragraph, thereafter affected airplanes must be inspected in the manner prescribed in (g) of this AD.

(f) Those Configuration I and Configuration II airplanes previously classified as Configuration A airplanes (in accordance with (a)(1) of AD 67-07-04), that have also completed an Inspection B under AD 67-07-04, and repair or replacement of structural components in accordance with (d) of this AD may be operated in accordance with an operating limitation placard prescribing a maximum permissible pressure differential of 4.0 p.s.i. When operation under this paragraph has initially been accomplished, thereafter affected airplanes must be inspected in accordance with (g) of this AD.

(g) REPETITIVE INSPECTIONS.

(1) Configuration I airplanes that have completed both an Internal Inspection and an External Inspection -

(i) Perform a External Inspection within periods not to exceed 1,500 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within periods not to exceed 4,500 hours' time in service from the last Internal Inspection.

(2) Configuration II airplanes that have completed both an Internal Inspection and an External Inspection -

(i) Perform an External Inspection within periods not to exceed 600 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within periods not to exceed 1,200 hours' time in service from the last Internal Inspection.

(3) Configuration I airplanes previously classified as Configuration A airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 -

(i) Perform an External Inspection within 1,500 hours' time in service from the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within 1,500 hours' time in service from the initial Inspection A and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection.

(4) Configuration II airplanes previously classified as Configuration A or Configuration B airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 -

(i) Perform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 600 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within 600 hours' time in service from the initial Inspection A and thereafter within 1,200 hours' time in service from the last Internal Inspection.

(5) Configuration I airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 -

(i) Perform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection.

(6) Configuration II airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 -

(i) Perform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 600 hours' time in service from the last External Inspection.

(ii) Perform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,200 hours' time in service from the last External Inspection.

(h) The repetitive inspections required by paragraph (c) may be discontinued:

(1) On DC-6 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 865, dated March 1, 1968, (or later FAA-approved revision) have been accomplished; and

(2) On DC-7 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 417, dated March 1, 1968, (or later FAA-approved revision) have been accomplished.

(i) Aircraft modified for unpressurized operations by a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region in which the initial External and Internal inspections and required repair of cracks has been accomplished may:

(1) At intervals not to exceed 200 hours' time in service, in lieu of the repetitive inspection intervals of paragraph (g), inspect the areas specified in paragraph (c)(2) in accordance with an FAA approved maintenance program.

(2) Restoration of the cabin pressurization system to operational status negates the relief provided by paragraph (i).

(j) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.

(k) Special flight permits may be used in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD.

This supersedes AD 67-07-04.

This amendment 39-3352 becomes effective December 1, 1978.


FOOTER: