This quote is also from my addendum (supplement) to my first report (continued from previous day's quote):
Anyway, a few days ago, I was getting the info for this item from the intranet at work, and I was perusing the drawing I noted for the installation, for my notes. Something stuck out then, or more accurately, didn’t stick out--no lube was called out for the (part number) shoulder bolt on the drawing! Shop was lubing them with (lubricant I.D.) without authorization! No wonder the head side run-on torque was probably close to what the correct way of doing the run-on torque might have been! I checked the drawing to see if the shoulder bolt on the Boeing Portland installed shoulder bolts on the aft end of the links had lube called out. They didn’t. (By the way, you may want to peruse the Portland plan, also, to see if they inspect their cotter pins on their shoulder bolts before sealing, like it should be done, or after sealing, like us "Superman" PSD inspectors do, whose X-ray eyes can see through huge globs of opaque (material specification) sealant to do the safety device inspection, and whose super minds know the imponderable, like how approximate approximate should be.) Engineering didn’t want those bolts to be lubed for some reason. I’m no engineer, but lubricating a bolt with natural end play like a shoulder bolt in a high vibration area might have very undesirable effects, like increased amplitude of the end play of the bolt in service, with unknown consequences, although that is probably not possible with the links loaded during EBU operation. Maybe the materials of the bolt and bushings in the links and mount fitting are not compatible with the (lubricant I.D.) lubricant. Maybe the lubrication will allow undesired/unknown wear or point loading of the bushings, causing them to degrade. Maybe shop got (lubricant I.D.) under the sealant or nut, causing the seal to fall off in service, and allowing the cotter pin (which is of unknown installation integrity due to the shop cutting them to an unknown length, and bending them over for retention to an unknown degree due to the lack of these safety devices ever being inspected) to fall out, as it is not being retained on the bolt by the sealant anymore, allowing the nut to fall off, etc., etc. Admittedly, these are worst case situations, but such things must be considered when hundreds of lives are at stake during each cycle of use of our products, and our products are used for tens of thousands of cycles in their lifetimes. Please fix this particular problem with the (vendor I.D.) forward engine mount installation, as me, the lowly line inspector who was nearly fired for inspecting, and not training, (has) no power to fix it, as our FAA-approved manual says we should have.
The Last Inspector