After replacing the #2 main tire on an A319 two Line Mechanics report being approached by an FAA Inspector questioning them about not using an axle thread protector and not using an inch-pound torque wrench for the safety bolt nuts securing the main tire axle nut.
Synopsis
After replacing the #2 main tire on an A319 two Line Mechanics report being approached by an FAA Inspector questioning them about not using an axle thread protector and not using an inch-pound torque wrench for the safety bolt nuts securing the main tire axle nut.
Narrative
During the Remove and Replace (R/R) of a #2 main tire per (Aircraft Maintenance Manual) AMM 32-42-11 on an A319 aircraft; the Maintenance Manual called for new nuts to be placed on the main wheel nut as well as new cotter pins. Other cotter pins were used from personal stock as well as the original nuts for the main wheel nut were used. A calibrated torque wrench was used for the main wheel nut (300.14 FT LBS; 149.70 FT LBS). A torque wrench was not used requiring 39-in/lbs on the castellated nuts. A new discrepancy [write-up] was created to replace the nuts and cotter pins at the next available maintenance layover. However; it was also discovered from an [FAA] Inspector that an axle thread protector was not utilized during the repair per the AMM. The main issue with the Inspector is that a thread protector was not used; a torque wrench not used for the castellated nuts (39.2 LBS Inches). The re-using of the nuts can be found under Chapter 20-21-11 of the A319/A320 AMM. A new discrepancy had been made to replace the nuts at the next maintenance visit [not layover]. The environment during the aforementioned maintenance action was as follows:- Did not realize the recent revision to the procedure of requiring new nuts- The flight crew was soon to run out of time for the day- We were under pressure to expedite the repair without compromising airworthiness and safety At no-time during the Maintenance action was safety compromised for the aircraft departure intentional.
Second reporter narrative
The old nuts were reused and new cotter pins were installed. The torque of [39-IN/LBS/ 3 FT/LBS] for the two nuts that go on the retaining bolts was overlooked in the Maintenance Manual (MM) procedures. While removing the two nuts during tire removal I noticed they were only finger tight and a torque wrench was NOT used on the two nuts when reinstalled. These bolts were hand tightened with a wrench and new cotter pins installed. A new discrepancy [write-up] was created per AMM 20-21-11 to replace the two reused nuts and two new cotter pins at the next Maintenance visit. Air carrier X's AMM 20-21-11 states that the two nuts could be reused. Also during the tire change the FAA Inspector discovered we did not use a thread protector per the AMM. The main issue with the Inspector was the thread protector was not used and the two nuts were not torqued to the 3 FT LBS/ 39 IN LBS. I think and believe what caused the problem with the torque of the small nuts was when I removed them they were only finger tight and I assumed that's the way they were suppose to be. I should have read all of the AMM for the job; no matter how many times I had done this before. To prevent this from happening again in the Shop I work out of; I am holding a class to remind everyone how important it is to always follow the AMM per the airlines we service.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.