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The maintenance technicians did not recognize that a tire that was operated with low pressure required a replacement along with the adjacent tire. This is due to the loads imposed upon the tires while operated in this condition.
| Attributes | |
| ACN | 1031207 |
| Time | |
| Date | 201208 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Aircraft 1 | |
| Make Model Name | A330 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Parked |
| Component | |
| Aircraft Component | Wheels/Tires/Brakes |
| Person 1 | |
| Function | Lead Technician |
| Qualification | Maintenance Airframe Maintenance Powerplant |
| Experience | Maintenance Lead Technician 28 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural Published Material / Policy |
Narrative:
The aircraft arrived with an inbound [log write-up] for a brake issue that required a brake change. The tire in question had been written up as low pressure in flight. Found valve core loose and serviced. No leaks noted. The aircraft maintenance manual (amm) limits for tire pressure low were not read because all available manpower was at the aircraft; and there was no access to them outside the shop. Amm requires tire change and mate on axle changed when taxied with low pressure. This is what was overlooked. The brake change required all available manpower. The tire pressure item was lower on the priority list; as the brake was causing a delay and taking all the attention. There were no obvious defects to the low pressure tire other than the valve core being loose; it did not leak after being serviced. This would be alleviated if we had more manpower; more ground time than 1:50 to perform ETOPS checks; and portable amm access. The brake on this aircraft is heavy; and was very hot from landing. It could have been deferred per MEL but the outbound weight of the aircraft precluded this option; dispatcher would not allow.
Original NASA ASRS Text
Title: The maintenance technicians did not recognize that a tire that was operated with low pressure required a replacement along with the adjacent tire. This is due to the loads imposed upon the tires while operated in this condition.
Narrative: The aircraft arrived with an inbound [log write-up] for a brake issue that required a brake change. The tire in question had been written up as low pressure in flight. Found valve core loose and serviced. No leaks noted. The Aircraft Maintenance Manual (AMM) limits for tire pressure low were not read because all available manpower was at the aircraft; and there was no access to them outside the shop. AMM requires tire change and mate on axle changed when taxied with low pressure. This is what was overlooked. The brake change required all available manpower. The tire pressure item was lower on the priority list; as the brake was causing a delay and taking all the attention. There were no obvious defects to the low pressure tire other than the valve core being loose; it did not leak after being serviced. This would be alleviated if we had more manpower; more ground time than 1:50 to perform ETOPS checks; and portable AMM access. The brake on this aircraft is heavy; and was very hot from landing. It could have been deferred per MEL but the outbound weight of the aircraft precluded this option; dispatcher would not allow.
Data retrieved from NASA's ASRS site as of July 2013 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.