Narrative:

On jul/mon/03, I was the day shift inspector on aircraft X. When I took over on the aircraft there were 2 jobs that required inspection buy back. The biggest job was the #1 engine change and the other job was the third life. The 1 night shift mechanic working on the third life (required time inspection on time limited component) was connecting the scissors when I received a turnover from the night shift inspector. The engine was not yet 3 pointed. I spent the majority of my shift ensuring the engine was properly installed. The understanding I had from my turnover on the third life was that all I had to do was to ensure that the rigging was done correctly. After ensuring that the mechanics had the correct rig pins I spent the majority of the shift on the engine change. When I checked back with the progress on the nose landing gear the mechanics told me that the nose landing gear air ground rotary actuator was not working and that they were going to change it. Nrc was filled out and the mechanics did the actuator change. After the mechanics finished the actuator change and rigged the steering cables I inspected their work on the actuator change and the nose steering cables. All of their work was performed correctly with the paperwork we had. When we went to sign off the paperwork for the work we had just completed is when I found out that none of the inspection on the third life had been bought off. I went and got my flashlight and some new batteries, went back over to the nose gear and did a thorough inspection of the entire third life work area. After I looked everything over twice, I signed off the paperwork. When the engine change was completed we pushed the aircraft outside for the leak checks and engine runs. We did a taxi check on the way to the run-up pad. That is when we noticed that the aircraft would not taxi straight, it pulled to one side when you let go of the tiller wheel. After the engine run we taxied back to the hangar and I explained what was wrong with the aircraft to the inspector coming on duty for the next shift. After I gave my turnover to the oncoming inspector I went home as it was the end of my shift. I believe the reason that I did not see that the aft collar was installed incorrectly was because of the grease that was applied in that area.

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Original NASA ASRS Text

Title: A B737-300 WAS RELEASED FOR SVC WITH THE AFT STEERING COLLAR INSTALLED INCORRECTLY. INCORRECT INSTALLATION FOUND AND CORRECTED BEFORE FLT.

Narrative: ON JUL/MON/03, I WAS THE DAY SHIFT INSPECTOR ON ACFT X. WHEN I TOOK OVER ON THE ACFT THERE WERE 2 JOBS THAT REQUIRED INSPECTION BUY BACK. THE BIGGEST JOB WAS THE #1 ENG CHANGE AND THE OTHER JOB WAS THE THIRD LIFE. THE 1 NIGHT SHIFT MECH WORKING ON THE THIRD LIFE (REQUIRED TIME INSPECTION ON TIME LIMITED COMPONENT) WAS CONNECTING THE SCISSORS WHEN I RECEIVED A TURNOVER FROM THE NIGHT SHIFT INSPECTOR. THE ENG WAS NOT YET 3 POINTED. I SPENT THE MAJORITY OF MY SHIFT ENSURING THE ENG WAS PROPERLY INSTALLED. THE UNDERSTANDING I HAD FROM MY TURNOVER ON THE THIRD LIFE WAS THAT ALL I HAD TO DO WAS TO ENSURE THAT THE RIGGING WAS DONE CORRECTLY. AFTER ENSURING THAT THE MECHS HAD THE CORRECT RIG PINS I SPENT THE MAJORITY OF THE SHIFT ON THE ENG CHANGE. WHEN I CHKED BACK WITH THE PROGRESS ON THE NOSE LNDG GEAR THE MECHS TOLD ME THAT THE NOSE LNDG GEAR AIR GND ROTARY ACTUATOR WAS NOT WORKING AND THAT THEY WERE GOING TO CHANGE IT. NRC WAS FILLED OUT AND THE MECHS DID THE ACTUATOR CHANGE. AFTER THE MECHS FINISHED THE ACTUATOR CHANGE AND RIGGED THE STEERING CABLES I INSPECTED THEIR WORK ON THE ACTUATOR CHANGE AND THE NOSE STEERING CABLES. ALL OF THEIR WORK WAS PERFORMED CORRECTLY WITH THE PAPERWORK WE HAD. WHEN WE WENT TO SIGN OFF THE PAPERWORK FOR THE WORK WE HAD JUST COMPLETED IS WHEN I FOUND OUT THAT NONE OF THE INSPECTION ON THE THIRD LIFE HAD BEEN BOUGHT OFF. I WENT AND GOT MY FLASHLIGHT AND SOME NEW BATTERIES, WENT BACK OVER TO THE NOSE GEAR AND DID A THOROUGH INSPECTION OF THE ENTIRE THIRD LIFE WORK AREA. AFTER I LOOKED EVERYTHING OVER TWICE, I SIGNED OFF THE PAPERWORK. WHEN THE ENG CHANGE WAS COMPLETED WE PUSHED THE ACFT OUTSIDE FOR THE LEAK CHKS AND ENG RUNS. WE DID A TAXI CHK ON THE WAY TO THE RUN-UP PAD. THAT IS WHEN WE NOTICED THAT THE ACFT WOULD NOT TAXI STRAIGHT, IT PULLED TO ONE SIDE WHEN YOU LET GO OF THE TILLER WHEEL. AFTER THE ENG RUN WE TAXIED BACK TO THE HANGAR AND I EXPLAINED WHAT WAS WRONG WITH THE ACFT TO THE INSPECTOR COMING ON DUTY FOR THE NEXT SHIFT. AFTER I GAVE MY TURNOVER TO THE ONCOMING INSPECTOR I WENT HOME AS IT WAS THE END OF MY SHIFT. I BELIEVE THE REASON THAT I DID NOT SEE THAT THE AFT COLLAR WAS INSTALLED INCORRECTLY WAS BECAUSE OF THE GREASE THAT WAS APPLIED IN THAT AREA.

Data retrieved from NASA's ASRS site as of July 2007 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.