Narrative:

I became aware that I had not followed the procedure of the boeing B777 main landing gear engineering order; 32-11-07 page 706; item 13; which requires tightening the nut (# 565) to a seating torque of 450-500 ft pounds then remove tightness; proceeded by a torque of 150 ft pounds and continue to tighten until the lock bolt holes are aligned. Not to exceed 300 ft pounds maximum torque. Since the introduction of the B777 landing gear shop overhaul; there has been a mutual understanding that securing the nut (# 565) would be facilitated at installation of the gear into the aircraft. During overhaul the practice was to attach a warning tag stating 'torque and safety at installation.' I was informed that this procedure would take place at the aircraft during installation of the gear; because it could not be installed with the nut (# 565) installed. This deviation occurred because of mis-communication. It was my understanding that the landing gear installation card 32-94-03 reflected these practices. I now understand it does not.

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Original NASA ASRS Text

Title: Numerous leads; mechanics; inspectors and repairmen report about a maintenance practice of 'not' securing three locking nuts at the forward trunnion bearing end cap retainer bolts on multiple B777 main landing gear they had overhauled. Assumptions and mis-communications between the landing gear installation crew and overhaul shop mechanics contributed to the improper maintenance.

Narrative: I became aware that I had not followed the procedure of the Boeing B777 Main Landing Gear Engineering Order; 32-11-07 page 706; item 13; which requires tightening the nut (# 565) to a seating torque of 450-500 FT pounds then remove tightness; proceeded by a torque of 150 FT pounds and continue to tighten until the lock bolt holes are aligned. Not to exceed 300 FT pounds maximum torque. Since the introduction of the B777 landing gear shop overhaul; there has been a mutual understanding that securing the nut (# 565) would be facilitated at installation of the gear into the aircraft. During overhaul the practice was to attach a warning tag stating 'Torque and Safety at Installation.' I was informed that this procedure would take place at the aircraft during installation of the gear; because it could not be installed with the nut (# 565) installed. This deviation occurred because of mis-communication. It was my understanding that the landing gear installation card 32-94-03 reflected these practices. I now understand it does not.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.