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. \n\n\tAmendment 39-402 (32 F.R. 6343), AD 67-13-02, is revised. \n\n\t(a)\tBefore 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). \n\n\t(b)\tThe structural configuration of the airplane shall be determined as follows: \n\n\t\t(1)\tCONFIGURATION I. \n\n\t\t(2)\tDC-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. \n\n\t\t(ii)\tModel 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). \n\n\t\t(iii)\tModel 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. \n\n\t\t(iv)\tModel 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. \n\n\t\t(v)\tModel DC-7C airplanes withfuselage 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. \n\n\t\t(2)\tCONFIGURATION II. \n\n\t\tDC-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. \n\n\tNOTE: For purposes of complying with this AD, for an airplane to be considered a configuration I airplane under (b)(1) (iv): \n\n\t(1)\tAll Douglas Service Bulletins described in the pertinent subdivision must have been complied with: \n\n\t(2)\tThe 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 \n\n\t(3)\tStructural 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. \n\n\t(c)\tThe physical determination of condition of the structure of DC-6 and DC-7 Series airplanes shall be determined as follows: \n\n\t\t(1)\tINTERNAL INSPECTION. \n\n\t\tAn 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. \n\n\t\t(2)\tEXTERNAL INSPECTION. \n\n\t\tAn External Inspection shall consistof 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. \n\n\t(d)\tMETHOD 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 WesternRegion. \n\n\t(e)\tConfiguration 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. \n\n\t(f)\tThose 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 ADmay 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. \n\n\t(g)\tREPETITIVE INSPECTIONS. \n\n\t\t(1)\tConfiguration I airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform a External Inspection within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(2)\tConfiguration II airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform an External Inspection within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection withinperiods not to exceed 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(3)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform 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. \n\n\t\t(ii)\tPerform 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. \n\n\t\t(4)\tConfiguration 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 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter withinperiods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform 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. \n\n\t\t(5)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform 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. \n\n\t\t(ii)\tPerform 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. \n\n\t\t(6)\tConfiguration II airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04- \n\n\t\t(i)\tPerform 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. \n\n\t\t(ii)\tPerform 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. \n\n\t(h)\tThe repetitive inspections required by paragraph (c) may be discontinued: \n\n\t\t(1)\tOn 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 \n\n\t\t(2)\tOn 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. \n\n\t(i)\tAircraft 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: \n\n\t\t(1)\tAt 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. \n\n\t\t(2)\tRestoration of the cabin pressurization system to operational status negates the relief provided by paragraph (i). \n\n\t(j)\tEquivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(k)\tSpecial 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. \n\n\tThis supersedes AD 67-07-04. \n\n\tThis amendment 39-3352 becomes effective December 1, 1978.