N529QS

Part: PROXIMITY SWITCH — OUT OF LIMITS (ZONE 800) · airframe 4,549 hrs · 2,943 cycles

AFTER DEICING & A NORMAL TAKEOFF, ACFT DID NOT PRESSURIZE. MFD INDICATED CABIN WAS CLIMBING WITH ACFT. FOLLOWED BY AN AMBER CAS CHK DOORS & CABIN DOOR OPEN. ICE PROTECTION WORKED NORMAL ON TAKEOFF & APPROACH TO LANDING. DURING APPROACH CABIN PRESS CONTINUE TO DESCEND. R &R THE DOOR THRESHOLD HARNESS. OPS CHECK OF DOOR SEVERAL TIMES & COULD NOT DUPLICATE SQUAWK. CHKD RIGGING OF VENT DOOR PROX SWITCH & FOUND OUT OF LIMITS. RIGGED VENT DOOR PROX SWITCH & OPS CHKD, NO DEFECTS NOTED. VERIFIED RIGGING OF PRESSURE PREVENTION PANEL WITHIN LIMITS. POWERED ACFT & PRESSURIZED WITH APU, NO DEFECTS NOTED. DOOR OPS CHKS COMPLETE, NO DEFECTS. WORKED IAW AMM 52-10-04. 52-70-10, 21-30-00, & 52-70-00.

Part: DOOR — OUT OF ADJUST (ZONE 800) · airframe 4,545 hrs · 2,940 cycles

MAIN CABIN DOOR APPEARS TO IMPACT FWD STRIKE PLATE WHEN CLOSING. APPEARS DOOR SHIFTS AFT WHEN DOOR COMES IN CONTACT WITH STRIKE PLATE. DOOR ALSO REQUIRES PUSH TO OPEN. DOOR DOES NOT FALL OPEN NORMALLY. REMOVED AFT HINGE FWD BUSHING, CLEANED & REINSTALLED. R&R WORN FWD HINGE AFT BUSHING. REMOVED WORN FWD HINGE FWD BUSHING. REINSTALLED MED. NEW GUARD, FWD ADJUST BUSHING, BUSHING, NUT, BOLT, BUSHINGS, O-RINGS & NUT IAW AMM 52-10-00. RIGGED DOOR IAW AMM 52-10-00, DOOR NOW SQUARE IN FRAME & DOOR TO FUSELAGE VALUES WITHIN TOLERANCE. REINSTALLED RUB BLOCKS & RIGGED IAW AMM 52-10-00, NO DEFECTS. OPS CHK OF DOOR IAW AMM 52-10-00, NO DEFECTS. PERFORMED CABIN LEAK CHK IAW AMM 21-30-00. NO DEFECTS.

Part: PIN — FAULTED (ZONE 800) · airframe 4,544 hrs · 2,939 cycles

MAIN DOOR WILL NOT LATCH CLOSED. HANDLE WILL NOT MOVE. TOP RIGHT SIDE DOOR PIN WHEN THE DOOR IS OPEN IS PROTRUDING. SCUFFS ON RIGHT SIDE DOOR SEAL. SUSPECT WORN LATCH PIN LINK HARDWARE IS CAUSING EXCESSIVE PLAY & PREVENTING PIN FROM FULLY RETRACTING. INSTALLED ORIGINAL AFT LOWER LATCH PIN WITH NEW LINK, NEW BUSHING, & NEW ATTACHING HARDWARE IAW MM 52-10-10. CYCLED MED HANDLE MULTIPLE TIMES WITH NO BINDING NOTED. ADJUSTED FWD & AFT PIN PUSHRODS IAW MM 52-10-04. AFT PIN NOW FULLY RETRACTED INTO THE DOOR WHEN COMMANDED. CYCLED DOOR HANDLE 25 TIMES, NO DEFECTS. PERFORMED DOOR OPS CHKD IAW MM 52-10-00, NO DEFECTS. INSTALLED THE MED STEPS IAW MM 52-10-50. CYCLED DOOR AN ADDITIONAL 10 TIMES, NO DEFECTS.

Part: UPLOCK SWITCH — DEFECTIVE (ZONE 700) · airframe 3,758 hrs · 2,407 cycles

GEAR DISAGREE L AMBER CAS: GEAR DISAGREE L AMBER CAS POSTED IN FLIGHT. COMPLETED ABNORMAL PROCEDURE AND CAS MESSAGE REMAINED. PRESSING THE DOWNLOCK MICROSWITCH AFTER LANDING REMOVED THE CAS MESSAGE. CORRECTIVE ACTION; REPLACED LH MLG UPLOCK SWITCH IAW MODEL 680A MM 32-32-00. OPS CHECK GOOD.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 1,540 hrs · 956 cycles

AFTER STARTING APU WHEN PUTTING APU BLEED AIR ON GOT SMOKE IN THE CABIN. IT WAS A OILY SMELL THAT BURNED EYES AND COULD TASTE. YOU COULD VISIBLY SEE THE SMOKE IN CABIN. FOUND APU OIL OVERSERVICED ABOVE FULL UNE (07 22 SL}. ADJUSTED OIL QTY LEVEL TO IN BETWEEN THE MININUM AND MAXIMUM UNES IAW AMM 12-20-20. PERFORMED COMPRESSOR INLET BORESCOPE INSPECTION IAW TC-C68-49-1001, REVISION 2, WITH NO EVIDENCE OF OIL LEAKAGE OR COKING. VISUALLY INSPCTED APU BLEED AIR DUCT & FOUND IT DRY. VISUALLY INSPECTED APU EXHAUST & FOUND IT DRY. PERFORMED ENVIRONMENTAL CONTROL SYSTEM BLEED & TRIM AIR DUCT BURN PROCEDURE IAW TC-68A-21-181006MR3 FROM THE ENGINES AND APU WITH SATISFACTORY RESULTS.

Part: UNKNOWN — UNKNOWN (UNKNOWN) · airframe 1,138 hrs · 707 cycles

MAIN DOOR HANDLE: MAIN DOOR HANDLE IS VERY DIFFICULT TO MOVE INTO THE OPEN OR CLOSED POSITION. REMOVED STEP ASSEMBLY AND MED INNER PANEL. INSPECTED LINKAGES NO DEFECTS NOTED. LUBRICATED DOOR BOLT MECHANISMS REF. CE680A MM 12-20-40. REINSTALLED CABIN DOOR PANEL AND STEPS REF. CE 680A MM 52-10-50. PERFORMED CABIN DOOR OPERATIONAL CHECK REF. CE680A MM 52-10-00. FORCE REQUIRED TO OPEN OUTER DOOR HANDLE WAS 9 LBS. FORCE REQUIRED TO CLOSE WAS 4 LBS. MAX LIMIT TO OPEN OR CLOSE IS 50 LBS.

Part: NONE — NONE · airframe 1,067 hrs · 667 cycles

PLEASE EVALUATE MAIN CABIN DOOR HANDLE FOR BEING DIFFICULT TO OPEN AND CLOSE FROM BOTH THE INSIDE AND OUTSIDE. APPEARS TO NEED A LITTLE LUBRICANT AND/OR ADJUSTMENT.//CORRECTIVE ACTION//INSPECTED CABIN DOOR WHEN CLOSED ON INSIDE NOT HARD TO OPEN UP. CLOSED CABIN DOOR FROM OUTSIDE AND FOUND HANDLE STICKING. CLEANED AND LUBRICATED AS REQUIRED. OPS CHECK GOOD. REF CESSNA 680A SPM 20-40-10

Part: NONE — NONE · airframe 163 hrs · 104 cycles

MAIN DOOR: CAS MESSAGE "CABIN DOOR OPEN" CAN NOT GET AMBER LIGHT TO EXTINGUISH. FOLLOWED QRC GUIDANCE. // SIGNOFF// CHECKED SYSTEM DIAGNOSTICS WHILE OPENING AND CLOSING DOOR. FOUND THAT PAWL SWITCH S6 (SC007 IN AMM) WAS NOT CHANGING STATE. GAINED ACCESS TO S6 AND FOUND THAT THE PROX SWITCH WAS NOT CONNECTED. RECONNECTED SWITCH AND PERFORMED OPS CHECK OF DOOR MOTOR AND LIFT SYSTEM IA W CESSNA 680A AMM TASK 52-70-00. OPS CHECK SATISFACTORY, NO FAULTS FOUND.

Part: UNKNOWN — ODOR (CARGO BAY) · airframe 11,918 hrs · 4,418 cycles

BAGGAGE COMPARTMENT ODOR BURNING SMELL - IN FLIGHT AT 30000 FT AND CONTINUING ALL THE WAY TO LANDING WE EXPERIENCED A STRONG BURNING OIL SMELL IN THE BAGGAGE COMPARTMENT. IT ALSO WAS SOMEWHAT EVIDENT IN THE LAV AND GALLEY AREA. WE HAD THE APU ON AND THE AIR ON FOR ABOUT 2 HOURS PRIOR TO THE TRIP. ANTI-ICE WAS USED DURING A PORTION OF THE FLIGHT BUT NO NOTICEABLE CHANGE IN THE INTENSITY OF THE ODOR REGARDLESS OF ANTI-ICE USE. AFTER THE FLIGHT WITH ONLY APU ON AND AIR ON WE ALSO NOTED THE SMELL IN THE BAGGAGE AREA. RAN APU, AFTER SEVERAL HOURS COULD NOT DUPLICATE ANY DURING ODOR. VISUALLY INSPECTED ALL ACCESSIBLE GRATES, VENTS WIRING HARNESSES AND COMPONENTS IN BAGGAGE WITH NO EFFECT. TAXIED ACFT WITH FLIGHT CREW, RAN BOTH ENGINES AT HIGH POWER FOR APPROX 20 MIN, ALL CABIN AND GALLEY ELECTRICAL SYSTEMS WERE POWERED DURING RUNS. NO ODORS NOTED AT ANY POINT DURING TAXI OUT, POWER RUNS OR TAXI BACK IN. NO FAULTS FOUND, NO FURTHER ACTION REQUIRED.

Part: DOOR FRAME — CORRODED (APU DOORWAY) · corrosion level 2 · airframe 11,899 hrs · 4,406 cycles

FOUND CORROSION ON PANEL MATING SURFACE UNDER PANEL 312BL (APU ACCESS DOOR REBATE/PANEL LAND). REQUIRED ENGINEERING DISPOSITION TO CONTINUE IN SERVICE

Part: SKIN — DEBONDED (HORIZONTAL STAB) · corrosion level 2 · airframe 11,899 hrs · 4,406 cycles

L/H HORIZONTAL STABILIZER LOWER BONDED SKIN ASSY HAS SEVERAL LOCATIONS OF DISBOND. AREAS OF DISBOND INCLUDE: LH ZONE 1 RIB 2 OUTBOARD AFT FOOT STRINGER 14, LH ZONE 1 RIB 5 INBOARD RIB TAB AFT STRINGER 13, LH ZONE 1 RIB 5 INBOARD ON THE AFT FOOT OF STRINGER 13, LH ZONE 1 RIB 5 IB RIB TAB AFT STGR 13, LH ZONE 1 RIB 5 INBOARD ON THE AFT FOOT OF STRINGER 13, LH ZONE 1 RIB 5 INBOARD RIB TAB AFT STRINGER 13, LH ZONE 1 RIB 8 INBOARD RIB TAB AFT STRINGER 13, LH ZONE 1 RIB 8 INBOARD ON THE AFT FOOT OF STRG 13, LH ZONE 1 RIB 9 IB ON THE AFT FOOT OF STRG 13. BONDED SKIN ASSY REQUIRED REPLACEMENT

Part: RIB — CORRODED (HORIZONTAL STAB) · corrosion level 2 · airframe 11,899 hrs · 4,406 cycles

FOUND CORROSION ON R/H HORIZONTAL TIP CAP MOUNTING FLANGE. REQUIRED ENGINEERING DISPOSITION FOR APPROVAL TO CONTINUE IN SERVICE AFTER BLENDING

Part: STRAP — CORRODED (LT PYLON) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

LH PYLON UPPER SURFACE GVFS 720, STRAP,BOND-CONDUCTIVE,PYLON IS CORRODED IN MULTIPLE LOCATIONS. REQUIRED REPLACEMENT DUE TO EXTENT OF CORROSION

Part: STRAP — CORRODED (RT PYLON) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

RH PYLON UPPER SURFACE GVFS 808, STRAP,BOND-CONDUCTIVE,PYLON IS CORRODED IN MULTIPLE LOCATIONS. REQUIRED REPLACEMENT DUE TO EXTENT OF CORROSION

Part: STRAP — CORRODED (LT PYLON) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

LH PYLON UPPER SURFACE GVFS 860, STRAP,BOND-CONDUCTIVE,PYLON IS CORRODED IN MULTIPLE LOCATIONS. REQUIRED REPLACEMENT DUE TO EXTENT OF CORROSION

Part: SKIN — CORRODED (HORIZONTAL STAB) · corrosion level 2 · airframe 11,899 hrs · 4,406 cycles

CORROSION FOUND ON HORIZONTAL STABILIZER TRAILING EDGE UNDERNEATH AND ON TOP/BOTTOM OF SKIN AT FASTENER HOLES AT THE FOLLOWING PANELS: 344AT, 344CT, 344ET, 344GT, 344JT, 344LT, 344NT, 344QT, 344ST, 344UT, 344WT, 334AT, 334CT, 334ET, 334GT, 334JT, 334LT, 334NT, 334QT, 334ST, 334UT, 334WT, 344BB, 344FB, 344KB, 344PB, 344TB, 344XB, 334BB, 334FB, 334KB, 334PB, 334TB, 334XB. ENGINEERING DISPOSITION REQUIRED TO CONTINUE IN SERVICE AFTER BLENDING / CORROSION REMOVAL.

Part: STRAP — CORRODED (LT PYLON) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

LH PYLON UPPER SURFACE GVFS 808, STRAP,BOND-CONDUCTIVE,PYLON IS CORRODED IN MULTIPLE LOCATIONS. REQUIRED REPLACEMENT DUE TO EXTENT OF CORROSION

Part: STRAP — CORRODED (LT PYLON) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

LH PYLON UPPER SURFACE GVFS 844, STRAP,BOND-CONDUCTIVE,PYLON IS CORRODED IN MULTIPLE LOCATIONS. REQUIRED REPLACEMENT DUE TO EXTENT OF CORROSION

Part: HOUSING — CORRODED (APU INLET) · corrosion level 3 · airframe 11,899 hrs · 4,406 cycles

APU SEIZING DUE TO COMPRESSOR SHROUD CORROSION. INLET HOUSING HAD TO BE CHANGED

Part: RESOLVER — OUT OF LIMITS (LT FLAP) · airframe 10,915 hrs · 3,971 cycles

SHORTLY AFTER FLAP RETRACTION, THE FLAP STAB MAINT REQD A-B CAS MESSAGE ILLUMINATED. CMC INDICATED BOTH FLAP/STAB 1 AND 2 STAB OUT OF POSITION. FLAPS WERE NO LONGER OPERATED FOR THE REST OF THE FLIGHT. ZERO FLAP LANDING ACCOMPLISHED. FOUND LEFT FLAP RESOLVER DATA TO BE OUT OF LIMITS. ADJUSTED LEFT FLAP RESOLVER AS REQUIRED IAW AMM 27-50-00.

Part: VALVE — FAILED (BLEED SYS) · airframe 10,300 hrs · 3,703 cycles

DURING DESCENT THRU 18000 FEET WITH WING AND ANTI-ICE ON, AN AMBER LEFT BLEED AIR HOT CAS MESSAGE ILLUMINATED. THE HIGHEST TEMPERATURE SEEN AS LIGHT EXTINGUISHED WAS 522F. THE LIGHT WENT OUT AND THEN CAN BACK ON. THE LIGHT EXTINGUISHED AGAIN AND NEVER CAME BACK ON. THE FLIGHT ATTENDANT REPORTED A MOMENTARY BURNING ODOR IN THE BAGGAGE AREA. REMOVED LEFT FAN AIR VALVE AND INSTALLED A REPAIRED VALVE OPS & LEAK CHECKED GOOD. IAW MM 36-14-01. OPERATIONAL CHECK DONE IAW MM 36-12-00.